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]
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 acrossLough Swilly, to Ramelton or Letterkenny.Paddle steamers were chartered in from existing Lough Foyle and Clyde companies to inauguratethis new service. In September 1864, theline 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 PattersonLooking 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!
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.”
Letterkenny once had two railway stations immediately adjacent to each other. One was the terminus of the County Donegal Railways Strabane to Letterkenny branch. The other was a through station on the Lough Swilly (when operation in the first half of the 20th century it’s formal title was the ‘Londonderry & Lough Swilly Railway’).
The two railway stations in Letterkenny lay side by side. That to the North was the terminus if the County Donegal Railways branch which connected Letterkenny to Strabane. That to the South was the Lough Swilly station through which passed trains between Burtonport and Derry. OSi 6″ to 1 mile last series. [3]The same area as shown on the railmaponline.com satellite imagery. Contrary to what appears on the image, both railway lines ran on the South side of Ramelton Road. That shown in Orange is the Lough Swilly line. [4]
In an East-Southeast direction, the two companies’ lines ran parallel for some distance, before the Co. Donegal line headed away to the South through Convoy and Raphoe before crossing the border at Lifford and meeting the other Co. Donegal lines at Strabane. The Loch Swilly found its way to Derry via Tooban Junction where a significant branch line to Buncrana and Cardonagh left the line to Derry.
To the West, the Lough Swilly’s Burtonport Extension Railway meandered across the moors and between small villages nearer the coast.
Three articles cover the Strabane to Letterkenny branch of the Co. Donegal Railways. They can be found on the following links. ….
The Lough Swilly’s line between Derry and Letterkenny was built in stages and included a change of track gauge from 5ft 3in to 3ft.
“The railway was initially planned as the Derry and Lough Swilly Railway Company when an application for incorporation was filed in 1852, … The company opened its first line, a 5 ft 3 in (1,600 mm) link between Derry and Farland Point, on 31st December 1863. A branch line between Tooban Junction and Buncrana was added in 1864 and much of the Farland Point line was closed in 1866.” [1][2: pxiv]
Wikipedia’s history of the railway company goes on to say that “in 1883, the 3 ft (914 mm) narrow gauge Letterkenny Railway between Cuttymanhill and Letterkenny was opened and the L&LSR connected with it by reopening the Tooban Junction – Cuttymanhill section of its Farland Point line. The L&LSR worked the Letterkenny Railway, and in 1885 it converted its track from 5 ft 3 in (1,600 mm) gauge to 3 ft (914 mm) narrow gauge to enable through running. In 1887, ownership of the Letterkenny Railway passed to the Irish Board of Works, which continued the agreement by which the L&LSR operated the line.” [1][2: pxiv & p3]
“Carndonagh was reached by an extension completed in 1901 and Burtonport by a one completed in 1903. Both lines were constructed as joint ventures with the UK Government, with ownership and liabilities shared between the two parties. During this period the company did not make a profit, and struggled to meet its debts.” [1][2: p2 & p3]
Letterkenny to Newtoncunningham. The L&LS railway is shown on this extract from OSi mapping of the mid-20th century. [3]
The first map extract from OSi mapping which appears close to the top of this article shows the Co. Donegal and the Lough Swilly stations in Letterkenny. The 6″to 1 mile series as digitised is not the clearest mapping. An earlier 25″ to 1 mile series shows only the Lough Swilly line but is of a higher quality.
Ernie’s Railway Archive on Flickr has a range of photographs of the L&LS Letterkenny Railway Station site from the 1950s, the links are embedded here below, click on each link to see the image in Ernie’s Railway Archive on Flickr:
https://flic.kr/p/2nMqBvu – The L&LSR Station site from the East in 1952. The carriage shed is closest to the camera on the right of the image. The locomotive shed and turntable are hidden behind the carriage shed. At the centre-top of the image, the Goods Shed can be seen.
https://flic.kr/p/2nM8xYs – The Goods Yard of the L&LSR in 1952. Beyond wagons L&LSR No. 124 and L&BER No. 73 the Goods Shed and the passenger station building can be seen.
https://flic.kr/p/2nWyB5y – The L&LSR Goods Yard in 1952. The side elevation of the Goods Shed is visible beyond the wagons in the yard. Prominent in the picture is L&LSR Wagon No. 71.
https://flic.kr/p/2nCR8dg – L&LSR No. 12 is featured in this image from 1952. No. 15 is just poking its nose into the shot on the left.
https://flic.kr/p/2kHNdD9 – L&LSR No. 8 is being turned on Letterkenny’s turntable on 27th June 1952.
https://flic.kr/p/BWoyiF – L&LSR No3 at Letterkenny. On the left, the image is framed by the wall of the Goods Shed. The crossing gates at the West end of the station are visible beyond No. 3’s train. The passenger facilities are on the right. Note the coach acting as a brake van for the train. (c) JW Armstrong/ARPT
https://flic.kr/p/BvajsP – L&LSR No. 12 in the Engine Shed at Letterkenny, (c) JW Armstrong/ARPT
https://flic.kr/p/2ma5Lo3 – The L&LSR Station at Letterkenny on 1st July 1959 after the rails had been lifted. The Goods Shed door is closed (on the left) and the station buildings are on the right.
https://flic.kr/p/2k1hGvQ – The L&LSR operated a daily goods service by lorry after the closure of the line. A company rail lorry bearing the number plate IB7024 is shown standing where trains would once have passed, adjacent to the station building at Letterkenny. The photograph was taken on 23rd August 1954.
Other photographs of Letterkenny’s L&LSR railway station can be found on Flickr or elsewhere on line:
Dave Bell and Steve Flanders describe the use of the bridge arches in the 1980s like this: “The present owner of the filling station has made good use of the … bridge by bricking up one side and building a garage against the other. In effect he now has a garage with three bays, the roof of which is actually the side road.” [18: p47] There are two pictures of the arched bays in Bell and Flanders book.
Kerry Doherty also very kindly supplied this photograph which shows the arches of the old bridge inside the garage facility, (c) Dave Bell. [17]
A short distance to the South East the CDR branch crossed the Lough Swilly and turned away to the South.
A short distance to the East of the over bridge the Lough Swilly line crossed another road at a level crossing.
The site of the level-crossing as shown by Google Maps [May 2024]At the site of the level-crossing, this view looks back towards Letterkenny along the line of the old railway. [Google Streetview, August 2021]Also at the level-crossing this view looks ahead to the Southeast along the line of the railway. [Google Streetview, August 2021]
A few hundred metres to the Southeast the line crossed Clanree Lane at the level.
Anticipating that the Sallybrook Station House would’ve been fully renovated, we drove down the access road and discovered that no further work had been undertaken since the July 2031 photo was taken. Two pictures of the building are included here.
The station forecourt side of Sallybrook Station building, [My photograph, 10th May 2024]Looking West along the line of the Lough Swilly Railway along the platform side of the Station building. [My photograph, 10th May 2024]Looking Northwest from the minor road across the level-crossing at Sallybrook Station. [Google Streetview, July 2021]Looking ahead, East, at Sallybrook Station, towards Newtoncunningham. [Google Streetview, July 2021]The next extract from the 25″ OSi survey shows the length of the line immediately yo the East of Sallybrook Station. Land levels are such that the Lough Swilly Railway [passed over the next road. [15]Google Maps shows the same location in the 21st century. [Google Maps, 15th May 2024]Looking North along the minor road which appears in the map extract and the image above. The trees to the right and left of the road mask the embankment which carried the old railway. The bridge at this location has been removed. [Google Streetview, October 2021]
This next series of extracts from the 25″ OSi survey shows the Lough Swilly Railway crossing opens country between Sallybrook Station and Newtoncunningham Station.
The seven map extract above show the Lough Swilly Railway traversing open country/farmland in a generally Northeasterly direction. [15]This satellite image from Google Maps shows that same length of the line as covered by the seven extracts immediately above. Field boundaries remain as they were at the time of the 25″ OSi survey. Over parts of this length of the line, hedgerows which used to flank the old railway have disappeared. [Google Maps, 16th May 2024]This next extract from the 25″ OSi survey shows the point at which Castleblaugh crossed the line. [15]A similar area to that shown on the map extract immediately above as it is shown on Google Maps satellite imagery in the 21st century. [Google Maps, 16th May 2024]Looking East along Castleblaugh, the only indication of the old railway at this point is the crest in the road alignment at the point where the road bridged the line. [Google Streetview, July 2021]
From Castlebaugh heading North to Milltown much of the old railway formation has been ploughed back into the landscape. The next few 25″ OSI survey extracts show the line as it was.
The eight extracts from the 25″ OSi survey show the length of the railway between the road bridge carrying Castleblaugh and that at Milltown. [15]The length of the Lough Swilly Railway from Castleblaugh to Milltown as shown on railmaponline.com’s satellite imagery. Much of the formation of the old railway has been ploughed back into farmland. [4]The Flax Mill at Milltown and the road bridge over the Lough Swilly Railway. [15]Railmaponline.com’s satellite imagery shows the same area close to the old flax mill, as it appears in the 21st century. [4]The bridge at Milltown as it appears in the 21st century. This view looks from the East over the bridge towards the location of the flax mill. [Google Streetview, July 2021]Looking South from Monad Road along the line of the old railway. The curtting at this location has been infilled and only the bridge parapet remains visible. [Google Strettview, July 2021]Looking North from Monad Road along the line of the Lough Swilly Railway towards Newtoncunningham. More of the cutting of te old railway can be seen in this direction. [Google Streetview, July 2021]
The next 4 extracts from the 25″ OSi survey cover the length of the line as far as Mason Lodge and the overbridge at that location.
Four extracts from the OSi 25″ survey take us as far as Mason Lodge and the bridge over the line at that location. [15]The length of the line covered by the four map extracts above as it is shown on railmaponl;ine.com’s satellite imagery. [4]An enlarged extract from railmaponline.com’s satellite imagery focussed on the location of the bridge over the line adjacent to Mason Lodge. [4]Looking West across the old bridge over the Lough Swilly Railway adjacent to Mason Lodge. This 21st century image shows the bridge parapets still in place. [Google Streetview, July 2021]Looking South along the old railway the cutting is heavily overgrown in the 21st century. [Google Streetview, July 2021]Looking North over the bridge parapet in 2021a private property straddles the old formation with the line running close to the hedge in the foreground and through the out-building ahead. {Google Streetview, July 2021]From a point a little further to the North on the minor road which ran parallel to the old railway, it is possible to make out the stone arch which carried the road over the line. It is masked by the landscaping of the private garden. [Google Streetview, July 2021]The line continued Northward in cutting. [15]As this next extract from the 25″ OSi survey shows, where the cutting came to an end and before the line ran North onto embankment there was a further road crossing, this time at level. [15]This extract from railmaponline.com’s satellite imagery covers the same length of the old railway as the two map extracts immediately above. The bridge close to Mason Lodge appears at the southern edge of the extract, the level crossing noted above appears at the top of this image. [4]This photograph shows the view looking West across the line of the old railway at the location of the lvel-crossing. [Google Streetview, March 2011]Looking South along the line of the Lough Swilly Railway from the levle-crossing noted above, the formation continues to be defined by boundary hedges although, in the 21st century, it is in private hands. [Google Streetview, March 2011]Looking North from the location of the level crossing. The approximate route of the old railway is shown by the orange line. [Google Streetview, March 2011]This next extract shows that the line North of the level crossing was on a relatively significant embankment. [15]Continuing to the North, this next extract from the 25″ OSi survey shows a significant viaduct which carried the line over a stream. [15]The line then crossed a more significant road by means of another bridge. This road was to become the N13 linking Letterkenny to Derry. [15]The location of the level-crossing appears at the bottom of this next extract from railmaponline’s satellite imagery, the N13 at the top and the viaduct location just above the centre of the image. [4]Looking Northeast along the N13 through the location of the bridge which carried the Lough Swilly Railway over the road. [Google Streetview, November 2022]Looking South from the N13 the rail embankment has been removed for some distance from the modern road, but the embankment can be seen in the distance. Railway land at this location was wide enought o accommodate the full width of the embankment and remains delineated by the modern hedges seen in this image. [Google Streetview, November 2022]Looking Northwest from the N13, the embankment has not been removed. The stonework of the bridge abutment and the springing at the base of the arch which spanned the old road before its widening can clearly be seen. [Google Streetview, November 2022]The two extracts from the 25″ )Si survey show the southern approach to the station at Newtowncunningham. [15]Newtowncunnigham Railway Station as shown on the 25″ OSi survey. The station was sited in the area known as Moyle. [15]The site of Newtowncunningham Railway Station as shown on railmaponline.com’s satellite imagery. The bridge at the North end of the station has been removed and the road realigned. The Station House and the Water Tower remain. The Station House in private hands. [4]
(c) National Inventory of Architectural Heritage (@niah_ireland [Instagram], @NIAH_Ireland [Twitter])
Two views of Newtowncunninham Railway Station House, now in private ownership, (c) National Inventory of Architectural Heritage (@niah_ireland [Instagram], @NIAH_Ireland [Twitter]). [22]
Newtowncunningham Station Water Tower. The National Inventory of Architectural heritage describes this as a “freestanding single-bay two-storey former railway water tower associated with Newtowncunningham Railway Station, built c. 1883, having rendered platform over surmounted by timber-clad metal water tank.” (c) National Inventory of Architectural Heritage (@niah_ireland [Instagram], @NIAH_Ireland [Twitter]). [22]
The Station House seen from the road. [My photograph, 9th May 2024]
We complete this article here at Newtowncunningham Railway Station. The next article in this series will look at the line from Newtowncunningham to Derry.
In 2020, Kerry Doherty of Ballindrait very kindly sent me a series of pictures of the Co. Donegal Railways Strabane and Letterkenny Railway route. Each of these, in this article, bears the reference number [17].
Dave Bell and Steve Flanders; The Londonderry and Lough Swilly Railway: A Visitor’s Guide; County Donegal Railway Restoration Society.
The featured image shows Presthope Station with the 18.00 hrs Craven Arms – Much Wenlock – Wellington train is leaving on 21st April 1951, heading for Much Wenlock. [30]
This article follows on from four other articles which covered the Wellington to Severn Junction Railway and this line from Buildwas to Much Wenlock. The first three articles can be found on these links:
From the commencement of the building of the line between Buildwas and Much Wenlock, the directors hoped that the line could be extended to Craven Arms via Presthope on Wenlock Edge (linking with the limestone quarries/works at that location).
The directors of the Wellington & Severn Junction Railway were, however, fully occupied with the line from Wellington to Buildwas. Another company was set up to build the ‘Wenlock & Craven Arms and Coalbrookdale Extension Railway‘. The bill went through the parliamentary process unopposed and authorised the ‘Wenlock Railway Company‘ to construct the line. Work started on 23rd October 1861.
By 5th December 1864, the line was open from Much Wenlock to Presthope. At this time, because it was a freight-only line, the Board of Trade saw no need for an inspection of the line. It had already been agreed at a meeting held on 4th December 1863 not to proceed with the line from Presthope to Craven Arms for the time being. It was to be three years after the line reached Presthope before the connection to the Shrewsbury & Hereford Railway close to Craven Arms was completed. It was finally opened on 16th December 1867.
Much Wenlock to Presthope
This article focusses on the length of the line which was completed in December 1864 – Much Wenlock to Presthope. Another article will follow the line to the West of Presthope.
Much Wenlock Railway Station had a single platform adjacent to the main running line. A passing loop was provided opposing the platform, and beyond it there was a rockery garden, “large limestone boulders [were] interspersed with shrubs and alpine plants flanked by a row of rhododendron bushes. In the centre of the rockery was a fountain.” [1: p97]
Trains leaving for Craven Arms crossed Sheinton Road/Street Bridge and passed the goods shed and yard on the left and then the engine shed. When the line terminated at Much Wenlock, the goods facilities used until the final closure of the line were the temporary railway station.
Trains began the climb towards Wenlock Edge. The pictures above show the climb had already begun alongside the goods yard. Neither the goods shed nor the engine shed remain in the 21st century.
That length is in private hands with a significant length in use as a paddock for horses and a small holding.
Westwood Halt in around 1960 – seen from the East. The single platform sat on the North side of the line immediately to the East of Westwood Crossing. It was not until 7th December 1935 that the Halt opened. It closed to passenger traffic on 31st December 1951. This picture was shared on the Much Wenlock Memories Facebook Group by Judith Goodman on 8th December 2020. The photographer is not known and the image is used under a Creative Commons Licence (CC BY-SA 4.0). [19]Google Maps image of the site of Westwood Halt. [Google Maps, 12th January 2024]Westwood Crossing seen from the North. The red line marks the approximate centre-line of the old railway. The Halt would have been off to the left of this image. [Google Streetview, 2009]Looking Northwest from Westwood Crossing towards the B4371. [My photograph, 12th January 2024]Looking Southeast from the location of Westwood Crossing. It is not possible to follow the route of the old railway to the West of this location as it is in private hands. To continue following the route requires a diversion along the footpath ahead, across one field to join another track and then heading back Northwest towards the olod line. [My photograph, 12th January 2024]The line leaving Westwood Crossing and heading towards Presthope. [My photograph, 12th January 2024]Westwood Crossing to the next overbridge, as shown on the 25″ Ordnance Survey of 1901. [22]Within a couple of hundred yards, trains passed Westwood Sidings. The sidings served Westwood Quarry. There were ground frames controlling access at each end of the siding. [23]
When the Wenlock Branch opened “limestone was being extracted [at Westwood Quarry] for use in the Madeley Wood Company’s furnaces. Horse-drawn tramways ran from the quarry on to a loading ramp above the sidings.” [1: p97]
The photographs of the pre-contract drawings for the line were taken by myself and show extracts from the construction plans held in the Shropshire Archive. There is a standard charge of £10 per visit for taking photographs of their records.
Roger Farnworth 
