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IRRS Special to Ballina and Westport
On Saturday 18th July the Irish Railway Record Society operated their Annual Railtour.
The 2015 tour operated from Connolly to Ballina, back to Claremorris and into Westport before heading back to Connolly.
3 x 071 Class Locomotives were used during the day with 087 hauling the train from Connolly to Ballina, 078 from Ballina to Claremorris and Westport where it promptly failed with a forward / reverser fault. 084 came to the rescue and hauled the locomotive off the train prior to working the tour back to Connolly.
As always an enjoyable day out, despite the miserable weather conditions west of the River Shannon.
Full Credit must go to the IRRS Program Officer Shane Roberts for organising another successful tour and if the questionnaire handed out about options for the 2016 tour comes to fruition then that tour promises to be a cracker of a weekend.
Also we cannot forget the RPSI and IE staff involved in the operation of the tour and to making it such a great day out.
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The railtour program, detailing the routing of today's tour is re-produced, with permission below. © Josefstadt / Irish Railway Record Society
Dublin Connolly-Islandbridge Junction
Leaving Dublin Connolly station, we travel over the double track North City Loop line to Islandbridge Junction. This was built in stages by the City of Dublin Junction Rly (CDJR) and the Great Southern & Western Rly (GS&WR) - Dublin Connolly-North Strand Jct (CDJR 1906), North Strand Jct-Glasnevin Jct (GS&WR 1901) and Glasnevin Jct-Islandbridge Jct (GS&WR 1877). The principal reason for the construction of the line was to give the GS&WR access to the riverside facilities at the North Wall.
At North Strand Jct the freight only line from North Wall trails in on the right-hand side, while at Glasnevin Jct the main line to Sligo diverges to the left. From Glasnevin Jct the line descends steeply and we pass under in turn the Sligo line, the Royal Canal and the trackbed of the former line into Broadstone terminus. The latter is to carry the tracks of the Luas Cross City line to Broombridge, which is due to open in 2017. After passing through the Phoenix Park tunnel (757 yds), we cross the River Liffey and, with Heuston station to be seen on the left-hand side, arrive at Islandbridge Junction.
Islandbridge Junction-Portarlington
At Islandbridge Junction we join the double track main line from Dublin to Cork, which trails in on the left-hand side. The section from Dublin to Cherryville Jct (GS&WR 1846) was, along with the line to Carlow, the first section of the GS&WR’s system to be opened. The continuation of the main line to Portarlington (and on to Ballybrophy) opened in 1847.
To cater for forecast increased demand, the line from just west of Inchicore Works to Hazelhatch & Celbridge station was converted to four-track (IÉ 2009). Approaching Sallins the line crosses the Grand Canal, while to the south of the station we pass the former junction for the line to Tullow (1885-1959) and then cross the River Liffey once more. A short distance beyond Kildare, home to IÉ’s principal on-track machine depot, the line to Carlow and Waterford diverges to the left at Cherryville Jct. At Monasterevan we cross the Grand Canal and the River Barrow and shortly thereafter we arrive at the junction station of Portarlington.
Portarlington-Athlone East Junction
Leaving Portarlington, the Dublin-Cork line diverges on the left-hand side as we take the single track line towards Athlone. The section from Portarlington to Tullamore, opened in 1854, was seen by the MGWR as the first step in an attempt by its arch rival to gain a foothold in its territory. This view proved to be correct as, in 1857, the GS&WR supported a scheme for the Great Northern & Western Rly, which would have seen the line extended from Tullamore through Athlone to Sligo and Westport. After weeks of intense argument in Parliamentary Committee, Acts were passed authorising the MGWR construct the Streamstown-Clara branch, the GS&WR extend its line from Tullamore to Athlone and the GN&WR build a line from Athlone to Castlerea. The GS&WR’s line from Tullamore to its own station on the east side of the River Shannon opened in October 1859. A few months afterwards the line was extended the short distance to join the MGWR’s Dublin-Galway line at Athlone East Jct.
On the outskirts of Tullamore, the town’s original station (1854-59) can be seen on the right-hand side, while a short distance beyond the present station the line crosses the Grand Canal. Approaching Clara the remains of the branch from Streamstown (1863-1965) and the former MGWR station can be seen on the right-hand side, while beyond the current station the branch to Banagher (1884-1963) diverged on the left-hand side. A crossing loop was installed at Clonnydonnin by CIÉ in 1974 to split the 15-mile single line section between Clara and Athlone. The current station in Athlone is the former GS&WR one. Following the amalgamation of the GS&WR and the MGWR in 1924 the station closed to passenger services, with this traffic being transferred to the former Midland station on the western side of the Shannon. Following modernisation of the building, CIÉ reopened the station in 1985. The former goods store, on the left-hand side, houses the Athlone Level Crossing Control Centre.
Athlone East Junction-Athlone West Junction
At Athlone East Jct we join the former main line of the Midland Great Western Rly (MGWR 1851), the now disused and disconnected section from Mullingar can be seen on the right-hand side. We then cross the River Shannon on a 165 metre long, six-span bridge, constructed on the bowstring and lattice principle. There are two main spans, each 51 metres long and having latticed elliptical girders. The central spans originally opened to permit the passage of sailing boats, but these were converted to fixed spans in the 1970s. Immediately beyond the bridge we pass through the former MGWR station, closed 1985 and now housing the headquarters of the Infrastructure Department’s Athlone Division, before arriving at Athlone West Jct.
Athlone West Junction- Ballina
At Athlone West Jct the line to Galway diverges on the left-hand side while our route takes us on to the ‘Mayo Road’. Opened to Castlerea by the GN&WR in 1860 the line was extended to Ballyhaunis in 1861 and to Castlebar by the end of the following year. The GN&WR’s main line reached Westport in January 1866 and work then commenced on the Ballina branch. However the company soon got into financial difficulties, compounded by difficulties with the construction of the bridge over the River Moy, and the branch was completed only as far as Foxford, opening in 1868. In 1870 the GN&WR was leased to the MGWR who completed the line to Ballina, services starting in 1873. The MGWR doubled the Athlone and Roscommon line between 1877 and 1879. In 1890 the GN&WR was amalgamated with the MGWR. Following the formation of the GSR, the section between Athlone and Roscommon was singled during the late 1920s / early 1930s.
There is little trace at Athlone West Jct of the large locomotive depot which was situated in the V between the Galway and Mayo lines. Lecarrow, 10 miles from Athlone was the site of one of the MGWR’s ballast pits and which continued to supply stone to the railway until 1989. Claremorris was formerly a major junction and the most important station on the Mayo line. In its heyday it was served by lines to five different destinations: Athlone, Athenry, Ballinrobe, Westport and Collooney. Of these, three are now closed - Athenry, Ballinrobe and Collooney. Claremorris was also the railhead for pilgrimage traffic to Knock, but in recent years this traffic has greatly diminished.
From Claremorris we travel north westwards to Manulla Jct. The station here was closed to passengers from 1963 until 1988 and during that time the turnout to the Ballina branch was controlled from Balla. When the station reopened a signal cabin was provided there and those at Balla and Castlebar were closed. Manulla Jct consists of a single platform, the southern face of which is served by the main line from Claremorris, while the northern face can be accessed only from the Ballina branch. A facing turnout at the western end of the platform connects the Westport and Ballina lines. Manulla Jct exists only to provide for interchange traffic between the two lines, there being no outside access to the platform. Ballina has a single passenger platform, on the right-hand side and a small freight yard on the opposite side. Despite its small size, Ballina is one of the largest freight hubs on the IÉ system, handling up to 16 container trains/week for DFDS Logistics (Ballina-Waterford Port) and IWT (Ballina-Dublin). The line formerly extended a further eight miles to Killala (1893-1934) but today there is just a short section, known as the ‘Crossmolina siding’, remaining at the Ballina end.
From Ballina we return to Claremorris and then back to Manulla Jct.
Manulla Junction- Westport
When the signal cabin at Castlebar closed in 1988 the loop was lifted leaving just a single line through the station, serving the platform on the right-hand side. The former cabin and disused loop platform are on the left-hand side. Westport too has only a single passenger platform, again on the right-hand side. On the opposite side are the former signal cabin, accessed from the footbridge and the disused loop platform. Beyond the latter are the now fenced off former locomotive shed and site of the turntable. Opposite these is the small freight area which is used for loading timber trains. Two lines extended beyond Westport station: the 2-mile section to Westport Quay (1873-1977) and the 27-mile line to Achill (1894-1937). Part of the former line has been converted into a walkway, while most of the Achill line is now the Great Western Greenway walking and cycling route.
From Westport we return to Dublin by way of our outward route.
Read MoreThe 2015 tour operated from Connolly to Ballina, back to Claremorris and into Westport before heading back to Connolly.
3 x 071 Class Locomotives were used during the day with 087 hauling the train from Connolly to Ballina, 078 from Ballina to Claremorris and Westport where it promptly failed with a forward / reverser fault. 084 came to the rescue and hauled the locomotive off the train prior to working the tour back to Connolly.
As always an enjoyable day out, despite the miserable weather conditions west of the River Shannon.
Full Credit must go to the IRRS Program Officer Shane Roberts for organising another successful tour and if the questionnaire handed out about options for the 2016 tour comes to fruition then that tour promises to be a cracker of a weekend.
Also we cannot forget the RPSI and IE staff involved in the operation of the tour and to making it such a great day out.
========================================================================================================================================================
The railtour program, detailing the routing of today's tour is re-produced, with permission below. © Josefstadt / Irish Railway Record Society
Dublin Connolly-Islandbridge Junction
Leaving Dublin Connolly station, we travel over the double track North City Loop line to Islandbridge Junction. This was built in stages by the City of Dublin Junction Rly (CDJR) and the Great Southern & Western Rly (GS&WR) - Dublin Connolly-North Strand Jct (CDJR 1906), North Strand Jct-Glasnevin Jct (GS&WR 1901) and Glasnevin Jct-Islandbridge Jct (GS&WR 1877). The principal reason for the construction of the line was to give the GS&WR access to the riverside facilities at the North Wall.
At North Strand Jct the freight only line from North Wall trails in on the right-hand side, while at Glasnevin Jct the main line to Sligo diverges to the left. From Glasnevin Jct the line descends steeply and we pass under in turn the Sligo line, the Royal Canal and the trackbed of the former line into Broadstone terminus. The latter is to carry the tracks of the Luas Cross City line to Broombridge, which is due to open in 2017. After passing through the Phoenix Park tunnel (757 yds), we cross the River Liffey and, with Heuston station to be seen on the left-hand side, arrive at Islandbridge Junction.
Islandbridge Junction-Portarlington
At Islandbridge Junction we join the double track main line from Dublin to Cork, which trails in on the left-hand side. The section from Dublin to Cherryville Jct (GS&WR 1846) was, along with the line to Carlow, the first section of the GS&WR’s system to be opened. The continuation of the main line to Portarlington (and on to Ballybrophy) opened in 1847.
To cater for forecast increased demand, the line from just west of Inchicore Works to Hazelhatch & Celbridge station was converted to four-track (IÉ 2009). Approaching Sallins the line crosses the Grand Canal, while to the south of the station we pass the former junction for the line to Tullow (1885-1959) and then cross the River Liffey once more. A short distance beyond Kildare, home to IÉ’s principal on-track machine depot, the line to Carlow and Waterford diverges to the left at Cherryville Jct. At Monasterevan we cross the Grand Canal and the River Barrow and shortly thereafter we arrive at the junction station of Portarlington.
Portarlington-Athlone East Junction
Leaving Portarlington, the Dublin-Cork line diverges on the left-hand side as we take the single track line towards Athlone. The section from Portarlington to Tullamore, opened in 1854, was seen by the MGWR as the first step in an attempt by its arch rival to gain a foothold in its territory. This view proved to be correct as, in 1857, the GS&WR supported a scheme for the Great Northern & Western Rly, which would have seen the line extended from Tullamore through Athlone to Sligo and Westport. After weeks of intense argument in Parliamentary Committee, Acts were passed authorising the MGWR construct the Streamstown-Clara branch, the GS&WR extend its line from Tullamore to Athlone and the GN&WR build a line from Athlone to Castlerea. The GS&WR’s line from Tullamore to its own station on the east side of the River Shannon opened in October 1859. A few months afterwards the line was extended the short distance to join the MGWR’s Dublin-Galway line at Athlone East Jct.
On the outskirts of Tullamore, the town’s original station (1854-59) can be seen on the right-hand side, while a short distance beyond the present station the line crosses the Grand Canal. Approaching Clara the remains of the branch from Streamstown (1863-1965) and the former MGWR station can be seen on the right-hand side, while beyond the current station the branch to Banagher (1884-1963) diverged on the left-hand side. A crossing loop was installed at Clonnydonnin by CIÉ in 1974 to split the 15-mile single line section between Clara and Athlone. The current station in Athlone is the former GS&WR one. Following the amalgamation of the GS&WR and the MGWR in 1924 the station closed to passenger services, with this traffic being transferred to the former Midland station on the western side of the Shannon. Following modernisation of the building, CIÉ reopened the station in 1985. The former goods store, on the left-hand side, houses the Athlone Level Crossing Control Centre.
Athlone East Junction-Athlone West Junction
At Athlone East Jct we join the former main line of the Midland Great Western Rly (MGWR 1851), the now disused and disconnected section from Mullingar can be seen on the right-hand side. We then cross the River Shannon on a 165 metre long, six-span bridge, constructed on the bowstring and lattice principle. There are two main spans, each 51 metres long and having latticed elliptical girders. The central spans originally opened to permit the passage of sailing boats, but these were converted to fixed spans in the 1970s. Immediately beyond the bridge we pass through the former MGWR station, closed 1985 and now housing the headquarters of the Infrastructure Department’s Athlone Division, before arriving at Athlone West Jct.
Athlone West Junction- Ballina
At Athlone West Jct the line to Galway diverges on the left-hand side while our route takes us on to the ‘Mayo Road’. Opened to Castlerea by the GN&WR in 1860 the line was extended to Ballyhaunis in 1861 and to Castlebar by the end of the following year. The GN&WR’s main line reached Westport in January 1866 and work then commenced on the Ballina branch. However the company soon got into financial difficulties, compounded by difficulties with the construction of the bridge over the River Moy, and the branch was completed only as far as Foxford, opening in 1868. In 1870 the GN&WR was leased to the MGWR who completed the line to Ballina, services starting in 1873. The MGWR doubled the Athlone and Roscommon line between 1877 and 1879. In 1890 the GN&WR was amalgamated with the MGWR. Following the formation of the GSR, the section between Athlone and Roscommon was singled during the late 1920s / early 1930s.
There is little trace at Athlone West Jct of the large locomotive depot which was situated in the V between the Galway and Mayo lines. Lecarrow, 10 miles from Athlone was the site of one of the MGWR’s ballast pits and which continued to supply stone to the railway until 1989. Claremorris was formerly a major junction and the most important station on the Mayo line. In its heyday it was served by lines to five different destinations: Athlone, Athenry, Ballinrobe, Westport and Collooney. Of these, three are now closed - Athenry, Ballinrobe and Collooney. Claremorris was also the railhead for pilgrimage traffic to Knock, but in recent years this traffic has greatly diminished.
From Claremorris we travel north westwards to Manulla Jct. The station here was closed to passengers from 1963 until 1988 and during that time the turnout to the Ballina branch was controlled from Balla. When the station reopened a signal cabin was provided there and those at Balla and Castlebar were closed. Manulla Jct consists of a single platform, the southern face of which is served by the main line from Claremorris, while the northern face can be accessed only from the Ballina branch. A facing turnout at the western end of the platform connects the Westport and Ballina lines. Manulla Jct exists only to provide for interchange traffic between the two lines, there being no outside access to the platform. Ballina has a single passenger platform, on the right-hand side and a small freight yard on the opposite side. Despite its small size, Ballina is one of the largest freight hubs on the IÉ system, handling up to 16 container trains/week for DFDS Logistics (Ballina-Waterford Port) and IWT (Ballina-Dublin). The line formerly extended a further eight miles to Killala (1893-1934) but today there is just a short section, known as the ‘Crossmolina siding’, remaining at the Ballina end.
From Ballina we return to Claremorris and then back to Manulla Jct.
Manulla Junction- Westport
When the signal cabin at Castlebar closed in 1988 the loop was lifted leaving just a single line through the station, serving the platform on the right-hand side. The former cabin and disused loop platform are on the left-hand side. Westport too has only a single passenger platform, again on the right-hand side. On the opposite side are the former signal cabin, accessed from the footbridge and the disused loop platform. Beyond the latter are the now fenced off former locomotive shed and site of the turntable. Opposite these is the small freight area which is used for loading timber trains. Two lines extended beyond Westport station: the 2-mile section to Westport Quay (1873-1977) and the 27-mile line to Achill (1894-1937). Part of the former line has been converted into a walkway, while most of the Achill line is now the Great Western Greenway walking and cycling route.
From Westport we return to Dublin by way of our outward route.
