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Ad taken from Irish News Articles [Connacht Tribune]
Wednesday, December 10, 2008
Rescue Plan to Save Rail Link-Connacht Tribune 12/09/1975
Connacht Tribune - Friday, September 12, 1975, Page 6
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Ad taken from Irish News Articles [Connacht Tribune]
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Ad taken from Irish News Articles [Connacht Tribune]
Monday, August 18, 2008
Galway to Fight Rail Cut Plan-Connacht Tribune 29/08/1975
Connacht Tribune - Friday, 29 August, 1975 Page 1
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Ad taken from Irish News Articles [Connacht Tribune]
[Click on image to enlarge]
Ad taken from Irish News Articles [Connacht Tribune]
Dáil Éireann - Volume 256 - 09 November, 1971- Rail Transport Statistics
Ceisteanna—Questions. Oral Answers. - Rail Transport Statistics.
10. Dr. O'Donovan asked the Minister for Transport and Power the names and locations of passenger stations having an annual revenue of less than £10,000.
Mr. B. Lenihan: The reply is in the form of a tabular statement which, with your permission, a Cheann Comhairle, I propose to circulate in the Official Report.
LIST of locations open for regular passenger train services with revenue of less than £10,000 in year ended 31st March, 1970.
This list included Attymon, Dunsandle & Loughrea.
------------------------------------------
11. Dr. O'Donovan asked the Minister for Transport and Power the names and locations of wagon-load stations which handle less than 1,000 wagons per annum.
Mr. B. Lenihan: The reply is in the form of a tabular statement which, with your permission, a Cheann Comhairle, I propose to circulate in the Official Report.
LIST of locations open for wagon-load traffic which handled less than 1,000 wagons in year ended 31st December, 1968.
This list included Attymon, Dunsandle & Loughrea.
--------------------------------------------
13. Dr. O'Donovan asked the Minister for Transport and Power if he will give details of the passenger lines which carry less than 35,000 passengers per annum; and the annual passenger numbers in each case.
Mr. B. Lenihan: The reply is in the form of a tabular statement which, with your permission, a Cheann Comhairle, I propose to circulate in the Official Report.
Following is the statement:
LIST of passenger sections of line with less than 35,000 passengers per annum, per week-day and Sunday schedules timetable trains in year ended 31st December, 1970.
Section of Line Estimated number of passengers
Limerick/Claremorris 23,500
Ballina Branch 19,000
Loughrea Branch 23,400
10. Dr. O'Donovan asked the Minister for Transport and Power the names and locations of passenger stations having an annual revenue of less than £10,000.
Mr. B. Lenihan: The reply is in the form of a tabular statement which, with your permission, a Cheann Comhairle, I propose to circulate in the Official Report.
LIST of locations open for regular passenger train services with revenue of less than £10,000 in year ended 31st March, 1970.
This list included Attymon, Dunsandle & Loughrea.
------------------------------------------
11. Dr. O'Donovan asked the Minister for Transport and Power the names and locations of wagon-load stations which handle less than 1,000 wagons per annum.
Mr. B. Lenihan: The reply is in the form of a tabular statement which, with your permission, a Cheann Comhairle, I propose to circulate in the Official Report.
LIST of locations open for wagon-load traffic which handled less than 1,000 wagons in year ended 31st December, 1968.
This list included Attymon, Dunsandle & Loughrea.
--------------------------------------------
13. Dr. O'Donovan asked the Minister for Transport and Power if he will give details of the passenger lines which carry less than 35,000 passengers per annum; and the annual passenger numbers in each case.
Mr. B. Lenihan: The reply is in the form of a tabular statement which, with your permission, a Cheann Comhairle, I propose to circulate in the Official Report.
Following is the statement:
LIST of passenger sections of line with less than 35,000 passengers per annum, per week-day and Sunday schedules timetable trains in year ended 31st December, 1970.
Section of Line Estimated number of passengers
Limerick/Claremorris 23,500
Ballina Branch 19,000
Loughrea Branch 23,400
Monday, May 26, 2008
90-year Old Steam Engines last run-09/02/1963
The Connacht Tribune, Saturday, February 9, 1963
[Click on image to enlarge]
Ad taken from Irish News Articles [Connacht Tribune]
Croagh Patrick Pilgrimage from Dunsandle-25/07/1960
[Click on image to enlarge]
Ad taken from Irish News Articles [Connacht Sentinel]
Friday, March 14, 2008
Dáil Éireann - Volume 105 - 23 April, 1947-Closing the line
http://historical-debates.oireachtas.ie/
Committee on Finance. - Vote 55—Industry and Commerce (Resumed).
Debate resumed on Vote 55 (Industry and Commerce).
Mr. Donnellan:
In to-day's Irish Independent I read an article dealing with a matter which I was awaiting the opportunity to speak about, namely, the question of transport in this country at the moment, especially in relation to the live-stock industry. I want to make it plain to the Minister, no matter what Córas Iompair Éireann may think about the number of lorries provided or what they will carry from fairs, that that system of transport will never be a success so far as fairs are concerned. I do not remember it, but I believe that at one time farmers used to drive stock some 60 or 70 miles from fairs. I was delighted to hear the Minister yesterday, in reply to a question, stating that Córas Iompair Éireann could not close down any line without his consent. In Loughrea we have probably some of the largest fairs held in the West of Ireland. At two fairs [1194] held there in the last six weeks the transport position was scandalous. Cattle were kept there until 9 o'clock at night in an attempt to get them away, but it was not possible to do so.
I believe that the whole idea of Córas Iompair Éireann, which is a business concern, is to make everything a paying proposition. I believe the day will come when they will make an attempt to have this branch line, and other lines that are not a paying proposition, closed down. We find that from the Department of Local Government instructions are going out to county surveyors indicating to them that all new roads must be 40, 50 or 60 feet wide. Is it the policy of the Government, and will it be a direction of the Minister's Department, that in the near future railway lines generally will be closed down and that Córas Iompair Éireann will operate upon the roads, which are being maintained by the ratepayers, so that the railways company will not need to pay for the upkeep of the branch lines and the whole concern will be a paying proposition? Is that the idea? I believe it is.
It is rumoured that very soon the West of Ireland from Athlone will be completely cut off so far as railway traffic is concerned. There is an old and a very true saying that a straw will show how the wind blows. I believe the game behind the extraordinarily wide roads is that soon all the traffic will go by road and you will have the ratepayers and taxpayers paying for the upkeep of these roads. Of course, these roads will actually be the lines for Córas Iompair Éireann in the future. I am sure the Ceann Comhairle, who is one of the elected representatives for the constituency which Deputy Killilea and Deputy Beegan and I represent, has got a copy of a resolution which was passed by the Loughrea Agricultural Show Society— at least, the accompanying letter says that he did. That resolution says:—
“That we, the members of the Loughrea Agricultural Show Society, representative of the traders of Loughrea and the farming community of the surrounding districts, protest in the strongest manner possible [1195] against the action of Córas Iompair Éireann in closing down the branch line between Loughrea and Attymon. We consider this action highly injurious to the agricultural and livestock trade in this locality and a severe blow to the present prosperity of the town and surrounding districts. We call upon Córas Iompair Éireann to reopen the line as soon as general traffic is resumed.”
The letter accompanying the resolution says:—
“My committee has calculated that the permanent closing of the line will mean a loss of £20,000 per annum to the farmers of this locality owing to the difference between freight charges on lorries and on rail.”
The letter goes on to say:—
“Examples of hardship obtaining in Loughrea since the closing of the branch line were experienced on the 14th April. Approximately 22 passengers bound for Dublin were stranded on the streets of Loughrea on that date, due to the fact that the buses on their way from Galway to Dublin were packed by the time they reached Loughrea, and the 22 passengers who had waited for one hour were turned away.”
Just imagine the predicament in which those people in Loughrea, and I expect other portions of Galway, found themselves. When the buses left Galway they were packed and no other person could get accommodation on them. The letter refers to what happened at the fair there. It says:—
“At the March fair (cattle and sheep) held in Loughrea on the 28th March scenes of confusion never before experienced in Loughrea were witnessed in the loading of cattle and sheep.”
I am not so terribly dense that I do not realise that these lines were closed down on account of the shortage of coal, but I should like to know from the Minister is there a danger that, on the instructions of Córas Iompair Éireann or at their request, he will consent to the life lines of such towns as Loughrea being cut off. If he does that, it will paralyse all the small [1196] towns. What will towns like Loughrea do? They will simply be paralysed because, as everybody knows, all these towns depend on their railway lines; their progress depends on their fair and markets. That applies particularly to an important place like Loughrea, which is the home of live stock in South Galway. I appeal to the Minister to be careful that this is not the game, that eventually, in five or ten years' time, we will find all the railway lines removed and Córas Iompair Éireann carrying all the traffic over the roads. This may be the thin end of the wedge.
The Minister may say that that could never happen, that it would not be possible to do it, or that, if it does happen, quite as good a service can be procured. We in Galway and the West of Ireland generally are very anxious about this matter. I am sure Deputy Bartley and Deputy Mongan, if they were here, would agree with me. When the line from Galway to Clifden was closed down, glorious promises were made of accommodation that would be as good and even better. We saw what happened. People in certain parts of the west could not get a bag of flour during the emergency. It is said that transport is as good there as in days gone by, but I know it is not. That was the thin end of the wedge and it warned the people of Galway that they must look out and see that something similar will not happen on other lines.
Committee on Finance. - Vote 55—Industry and Commerce (Resumed).
Debate resumed on Vote 55 (Industry and Commerce).
Mr. Donnellan:
In to-day's Irish Independent I read an article dealing with a matter which I was awaiting the opportunity to speak about, namely, the question of transport in this country at the moment, especially in relation to the live-stock industry. I want to make it plain to the Minister, no matter what Córas Iompair Éireann may think about the number of lorries provided or what they will carry from fairs, that that system of transport will never be a success so far as fairs are concerned. I do not remember it, but I believe that at one time farmers used to drive stock some 60 or 70 miles from fairs. I was delighted to hear the Minister yesterday, in reply to a question, stating that Córas Iompair Éireann could not close down any line without his consent. In Loughrea we have probably some of the largest fairs held in the West of Ireland. At two fairs [1194] held there in the last six weeks the transport position was scandalous. Cattle were kept there until 9 o'clock at night in an attempt to get them away, but it was not possible to do so.
I believe that the whole idea of Córas Iompair Éireann, which is a business concern, is to make everything a paying proposition. I believe the day will come when they will make an attempt to have this branch line, and other lines that are not a paying proposition, closed down. We find that from the Department of Local Government instructions are going out to county surveyors indicating to them that all new roads must be 40, 50 or 60 feet wide. Is it the policy of the Government, and will it be a direction of the Minister's Department, that in the near future railway lines generally will be closed down and that Córas Iompair Éireann will operate upon the roads, which are being maintained by the ratepayers, so that the railways company will not need to pay for the upkeep of the branch lines and the whole concern will be a paying proposition? Is that the idea? I believe it is.
It is rumoured that very soon the West of Ireland from Athlone will be completely cut off so far as railway traffic is concerned. There is an old and a very true saying that a straw will show how the wind blows. I believe the game behind the extraordinarily wide roads is that soon all the traffic will go by road and you will have the ratepayers and taxpayers paying for the upkeep of these roads. Of course, these roads will actually be the lines for Córas Iompair Éireann in the future. I am sure the Ceann Comhairle, who is one of the elected representatives for the constituency which Deputy Killilea and Deputy Beegan and I represent, has got a copy of a resolution which was passed by the Loughrea Agricultural Show Society— at least, the accompanying letter says that he did. That resolution says:—
“That we, the members of the Loughrea Agricultural Show Society, representative of the traders of Loughrea and the farming community of the surrounding districts, protest in the strongest manner possible [1195] against the action of Córas Iompair Éireann in closing down the branch line between Loughrea and Attymon. We consider this action highly injurious to the agricultural and livestock trade in this locality and a severe blow to the present prosperity of the town and surrounding districts. We call upon Córas Iompair Éireann to reopen the line as soon as general traffic is resumed.”
The letter accompanying the resolution says:—
“My committee has calculated that the permanent closing of the line will mean a loss of £20,000 per annum to the farmers of this locality owing to the difference between freight charges on lorries and on rail.”
The letter goes on to say:—
“Examples of hardship obtaining in Loughrea since the closing of the branch line were experienced on the 14th April. Approximately 22 passengers bound for Dublin were stranded on the streets of Loughrea on that date, due to the fact that the buses on their way from Galway to Dublin were packed by the time they reached Loughrea, and the 22 passengers who had waited for one hour were turned away.”
Just imagine the predicament in which those people in Loughrea, and I expect other portions of Galway, found themselves. When the buses left Galway they were packed and no other person could get accommodation on them. The letter refers to what happened at the fair there. It says:—
“At the March fair (cattle and sheep) held in Loughrea on the 28th March scenes of confusion never before experienced in Loughrea were witnessed in the loading of cattle and sheep.”
I am not so terribly dense that I do not realise that these lines were closed down on account of the shortage of coal, but I should like to know from the Minister is there a danger that, on the instructions of Córas Iompair Éireann or at their request, he will consent to the life lines of such towns as Loughrea being cut off. If he does that, it will paralyse all the small [1196] towns. What will towns like Loughrea do? They will simply be paralysed because, as everybody knows, all these towns depend on their railway lines; their progress depends on their fair and markets. That applies particularly to an important place like Loughrea, which is the home of live stock in South Galway. I appeal to the Minister to be careful that this is not the game, that eventually, in five or ten years' time, we will find all the railway lines removed and Córas Iompair Éireann carrying all the traffic over the roads. This may be the thin end of the wedge.
The Minister may say that that could never happen, that it would not be possible to do it, or that, if it does happen, quite as good a service can be procured. We in Galway and the West of Ireland generally are very anxious about this matter. I am sure Deputy Bartley and Deputy Mongan, if they were here, would agree with me. When the line from Galway to Clifden was closed down, glorious promises were made of accommodation that would be as good and even better. We saw what happened. People in certain parts of the west could not get a bag of flour during the emergency. It is said that transport is as good there as in days gone by, but I know it is not. That was the thin end of the wedge and it warned the people of Galway that they must look out and see that something similar will not happen on other lines.
Christmas Shopping from Dunsandle
Connacht Tribune
[Click on image to enlarge]
Ad taken from Irish News Articles
Saturday, December 19, 1925, Page 1
[Click on image to enlarge]
Ad taken from Irish News Articles
Thursday, March 6, 2008
Railway Bill, 1924-Absorbed Companies
Seanad Éireann - Volume 3 - 02 July, 1924
Amalgamating Companies.
Great Southern and Western Railway Company, including the Geashill Extension separate undertaking.
Midland Great Western Railway Company of Ireland.
Dublin and South Eastern Railway Company, including City of Dublin Junction Railways and New Ross and Waterford Extension Railways.
Cork, Bandon and South Coast Railway Company including the Bantry Bay Extension.
Absorbed Companies.
Athenry and Tuam Extension to Claremorris Railway Company, Limited.
Ballinascarthy and Timoleague Junction Light Railway Company.
Ballinrobe and Claremorris Light Railway Company, Limited.
Baltimore Extension Railway Company, Limited.
Bantry Extension Railway Company.
Cavan and Leitrim Railway Company, Limited.
Clonakilty Extension Railway Company.
Cork, Blackrock and Passage Railway Company.
Cork and Macroom Direct Railway Company.
Cork and Muskerry Light Railway Company, Limited.
Donoughmore Extension Light Railway Company, Limited.
Dublin and Kingstown Railway Company.
Loughrea and Attymon Light Railway Company, Limited.
Schull and Skibbereen Tramway and Light Railway Company. (West Carberry Tramways and Light Railways Company, Limited).
South Clare Railways Company Limited.
Southern Railway Company.
Timoleague and Courtmacsherry Extension Light Railway Company.
Tralee and Dingle Light Railway Company, Limited.
Tralee and Fenit Railway Company.
Waterford and Tramore Railway Company.
West Clare Railway Company, Limited.
Amalgamating Companies.
Great Southern and Western Railway Company, including the Geashill Extension separate undertaking.
Midland Great Western Railway Company of Ireland.
Dublin and South Eastern Railway Company, including City of Dublin Junction Railways and New Ross and Waterford Extension Railways.
Cork, Bandon and South Coast Railway Company including the Bantry Bay Extension.
Absorbed Companies.
Athenry and Tuam Extension to Claremorris Railway Company, Limited.
Ballinascarthy and Timoleague Junction Light Railway Company.
Ballinrobe and Claremorris Light Railway Company, Limited.
Baltimore Extension Railway Company, Limited.
Bantry Extension Railway Company.
Cavan and Leitrim Railway Company, Limited.
Clonakilty Extension Railway Company.
Cork, Blackrock and Passage Railway Company.
Cork and Macroom Direct Railway Company.
Cork and Muskerry Light Railway Company, Limited.
Donoughmore Extension Light Railway Company, Limited.
Dublin and Kingstown Railway Company.
Loughrea and Attymon Light Railway Company, Limited.
Schull and Skibbereen Tramway and Light Railway Company. (West Carberry Tramways and Light Railways Company, Limited).
South Clare Railways Company Limited.
Southern Railway Company.
Timoleague and Courtmacsherry Extension Light Railway Company.
Tralee and Dingle Light Railway Company, Limited.
Tralee and Fenit Railway Company.
Waterford and Tramore Railway Company.
West Clare Railway Company, Limited.
1924.07.23: passed by Dáil Éireann:
With a view to the re-organisation and more efficient and economical working of the railway system of Saorstát Eireann, the amalgamated company shall be formed in accordance with the provisions of this Act by the amalgamation of the companies set out in the first column of the First Schedule to this Act, and by the absorption of the companies set out in the second column of that Schedule.
What an English Explorer found in Ireland-New York Times 19/04/1908
The New York Times April 19, 1908, Sunday
An English Journalist, Seeking to Discover What Is Wrong with the Emerald Isle, Found Many Paradoxes and Some Monuments to Folly.
Section: Magazine Section, Page SM6
At the instance of the London Daily Mail, Mr. Charles E. Hands, one of the most widely known of the English journalists has been exploring Ireland.
To read the whole article on the New York Times click here.
Wednesday, February 13, 2008
Dunsandle Station - Station Layout
Dunsandle Station - The Loughrea & Attymon Light Railway (1890-1924)
From Baronial Lines Of The Midland Great Western Railway - O'Cuimin, Padraig - 1972, ISBN 0-901552-00-3
Dunsandle, at MP 111 ¼, is now a halt, though until 1931 it was a station and until 1926, a block post with a signal cabin. The present layout consists of a single platform with station buildings on the up side, and a siding, facing to up trains, on the down side; it is protected by trap point and shunting disc. This is almost the arrangement when the line was opened, though there was at that time a good loop with an extension towards the crossing gates. When the ballast hill was opened in 1896, the spur siding was done away with and the loop extended northwards. An entrance to the hill was made by taking a long siding off the loop at the crossing end, and taking this across an intervening field and the Kiltulla-Bullaun road to the pit.
There was an elaborate signalling layout as required by the Board of Trade regulations. The cabin had an 8-lever frame controlling two sets of distant home and starting signals for the two directions, the interlocked point, trap point and disc at the Loughrea end and the gate locks. The ballast pit siding was controlled by a ground frame with three levers, unlocked by a key from the cabin. A ringed siding signal was connected to a trap point protecting the exit from the ballast siding and a similar trap, linked to a ground disc, covered the northern end of the loop immediately before the junction with the ballast siding and a similar trap, linked to a ground disc, covered the northern ens of the loop immediately before the junction with the ballast siding. When the pit was closed, the ballast siding was shortened to a mere spur, about 180 ft long, and the signally naturally simplified. The distants were fixed at danger, the ringed signal dispensed with. Possibly at this time, the southern points were controlled by a ground frame. The third major change was in 1931 when the cabin was taken away, the distants removed, and the ground frame transferred to work the crossing gates, signal and north end of the loop. The spur siding was worked by a tumbler. The remained the signalling position until the recent removal of the connection at the crossing end of the loop and the lifting of the spur siding.
The station house, on the 230ft platform, is stone-built with a slated roof. It consists of a two storey dwelling house and single storey offices. The latter comprise booking office, waiting room, ladies' waiting room, and outside men's toilet. The stone-built goods shed is opposite the station house on a loading bank some 50 ft long. The shed measures 30 ft by 12 ft internally and it and the main building are to the same design as the buildings at Hollymount. There was, in earlier years, a crane on the goods bank, to the south of the shed. This was listed in the 1923 Appendix to the Working Timetables as of 1 ton 10 cwt capacity. Another feature of Midland days which has disappeared was a lamp room of timber frame and corrigated iron construction, originally put up in 1909. This was erected on the platform near the signal cabin.
The line leaves Dunsandle through a shallow cutting, from the down side of which ballast was taken in the early years of the line. There is a fall of 1:100 for 1 mile followed by a short level length and a climb at 1:80 to just past MP 1121. This is Tooloban bank, the most considerable gradient on the line. The line has been straight to Tooloban gates but curves to the right when an up signal is seen high on the steep bank. The stone-built overbridge carrying the public road from Knocknadaula to the L99 at Dunsandle House is near MP 1121. From the summit of the bank, there is a level as far as MP 113, where another rise of 1:1000 begins; the line is now generally straight, deviating from side to side occasionally. Curving to the left after MP 1131, the signal from Lynchford crossing is passed; the gates are sited at the 1131 mile post. A final turn to the right reveals the fixed distant for Loughrea station. Before 1918, this signal was operated from the cabin there. The line enters the final straight at 1151, and is level into the station. From MP 114 the line has climbed steadily; first at 1:267 increasing to 1:115 at MP 115. Another signal on the down side protects the crossing gates at the entrance to the station yard, known as Cosmona or Loughrea crossing.
From Baronial Lines Of The Midland Great Western Railway - O'Cuimin, Padraig - 1972, ISBN 0-901552-00-3
Dunsandle, at MP 111 ¼, is now a halt, though until 1931 it was a station and until 1926, a block post with a signal cabin. The present layout consists of a single platform with station buildings on the up side, and a siding, facing to up trains, on the down side; it is protected by trap point and shunting disc. This is almost the arrangement when the line was opened, though there was at that time a good loop with an extension towards the crossing gates. When the ballast hill was opened in 1896, the spur siding was done away with and the loop extended northwards. An entrance to the hill was made by taking a long siding off the loop at the crossing end, and taking this across an intervening field and the Kiltulla-Bullaun road to the pit.
There was an elaborate signalling layout as required by the Board of Trade regulations. The cabin had an 8-lever frame controlling two sets of distant home and starting signals for the two directions, the interlocked point, trap point and disc at the Loughrea end and the gate locks. The ballast pit siding was controlled by a ground frame with three levers, unlocked by a key from the cabin. A ringed siding signal was connected to a trap point protecting the exit from the ballast siding and a similar trap, linked to a ground disc, covered the northern end of the loop immediately before the junction with the ballast siding and a similar trap, linked to a ground disc, covered the northern ens of the loop immediately before the junction with the ballast siding. When the pit was closed, the ballast siding was shortened to a mere spur, about 180 ft long, and the signally naturally simplified. The distants were fixed at danger, the ringed signal dispensed with. Possibly at this time, the southern points were controlled by a ground frame. The third major change was in 1931 when the cabin was taken away, the distants removed, and the ground frame transferred to work the crossing gates, signal and north end of the loop. The spur siding was worked by a tumbler. The remained the signalling position until the recent removal of the connection at the crossing end of the loop and the lifting of the spur siding.
[Dunsandle 1897 Station Layout-Click on image to view in more detail]
The station house, on the 230ft platform, is stone-built with a slated roof. It consists of a two storey dwelling house and single storey offices. The latter comprise booking office, waiting room, ladies' waiting room, and outside men's toilet. The stone-built goods shed is opposite the station house on a loading bank some 50 ft long. The shed measures 30 ft by 12 ft internally and it and the main building are to the same design as the buildings at Hollymount. There was, in earlier years, a crane on the goods bank, to the south of the shed. This was listed in the 1923 Appendix to the Working Timetables as of 1 ton 10 cwt capacity. Another feature of Midland days which has disappeared was a lamp room of timber frame and corrigated iron construction, originally put up in 1909. This was erected on the platform near the signal cabin.
The line leaves Dunsandle through a shallow cutting, from the down side of which ballast was taken in the early years of the line. There is a fall of 1:100 for 1 mile followed by a short level length and a climb at 1:80 to just past MP 1121. This is Tooloban bank, the most considerable gradient on the line. The line has been straight to Tooloban gates but curves to the right when an up signal is seen high on the steep bank. The stone-built overbridge carrying the public road from Knocknadaula to the L99 at Dunsandle House is near MP 1121. From the summit of the bank, there is a level as far as MP 113, where another rise of 1:1000 begins; the line is now generally straight, deviating from side to side occasionally. Curving to the left after MP 1131, the signal from Lynchford crossing is passed; the gates are sited at the 1131 mile post. A final turn to the right reveals the fixed distant for Loughrea station. Before 1918, this signal was operated from the cabin there. The line enters the final straight at 1151, and is level into the station. From MP 114 the line has climbed steadily; first at 1:267 increasing to 1:115 at MP 115. Another signal on the down side protects the crossing gates at the entrance to the station yard, known as Cosmona or Loughrea crossing.
Where is Dunsandle Station?
Click on the image to view in more detail...
The following is a map from 1906 that details the Attymon to Loughrea branch line with Dunsandle Station inbetween. Click on the image to view in more detail...or click the wiki website on History of Rail Transport in Ireland to view the entire map of Ireland.
The following is a map from 1906 that details the Attymon to Loughrea branch line with Dunsandle Station inbetween. Click on the image to view in more detail...or click the wiki website on History of Rail Transport in Ireland to view the entire map of Ireland.
Tuesday, February 12, 2008
In the beginning...
The Midland Great Western Railway main line extended from Dublin to the Midlands (Athlone), with the Athlone to Galway line opening in 1851.
There were a number of branch lines with the Loughrea and Attymon Light Railway measuring 9 miles (14 km) opened on 1 December 1890. [It was worked by MGWR (standard gauge).] Dunsandle Station was the only intermediate station along this route.
The website RAILWAYS.INDUSTRIALHERITAGEIRELAND.INFO hosted by Ewan Duffy displays an excellent interactive map of the LOUGHREA & ATTYMON LIGHT RAILWAY. Clicking on stations, level crossing and certain sections of the line results in photos that Ewan has taken of the area.
[Many thanks to Ewan @ RAILWAYS.INDUSTRIALHERITAGEIRELAND.INFO for granting me permission to link to his website.]
There were a number of branch lines with the Loughrea and Attymon Light Railway measuring 9 miles (14 km) opened on 1 December 1890. [It was worked by MGWR (standard gauge).] Dunsandle Station was the only intermediate station along this route.
The website RAILWAYS.INDUSTRIALHERITAGEIRELAND.INFO hosted by Ewan Duffy displays an excellent interactive map of the LOUGHREA & ATTYMON LIGHT RAILWAY. Clicking on stations, level crossing and certain sections of the line results in photos that Ewan has taken of the area.
[Many thanks to Ewan @ RAILWAYS.INDUSTRIALHERITAGEIRELAND.INFO for granting me permission to link to his website.]
The Galway Express, July 11th 1885
In refernce to the Loughrea Attymon Light Railway
We understand that the above is the only project, under the Tramways' Act, 1888, that will come before the Grand Jury for the County of Galway, at the present Summer Assisses. The Estimate lodged for the construction and equipment of the line, which is only nine miles in length, is £62,403 6s. 4d., and on which the promoters seek for a guarantee of 5 per cent. per annum. On a former occasion promoters offered to construct this same line for £42,000, and only sought for a guarantee of 4 per cent. per annum. The Grand Jury on that occasion passed the presentment conditional on the Midland Great Western Railway Company paying the difference between the narrow guage, which the estimate was for, and the Standard Irish Guage, but as the promoters and the Directors of the Midland Great Western Company did not agree to terms, the presentment necessarily fell through. We are informed that now, however, the Directors of the Midland Great Western Railway have undertaken to pay portion of the cost of the construction of this line, the portion of the £62,403 6s. 4d., to be paid by the Midland Great Western Railway Company, is not yet stated, but we hardly suspect the Grand Jury will pass a presentment for a larger guarantee than £42,000, at 4 per cent.
Article located at the Galway Library
We understand that the above is the only project, under the Tramways' Act, 1888, that will come before the Grand Jury for the County of Galway, at the present Summer Assisses. The Estimate lodged for the construction and equipment of the line, which is only nine miles in length, is £62,403 6s. 4d., and on which the promoters seek for a guarantee of 5 per cent. per annum. On a former occasion promoters offered to construct this same line for £42,000, and only sought for a guarantee of 4 per cent. per annum. The Grand Jury on that occasion passed the presentment conditional on the Midland Great Western Railway Company paying the difference between the narrow guage, which the estimate was for, and the Standard Irish Guage, but as the promoters and the Directors of the Midland Great Western Company did not agree to terms, the presentment necessarily fell through. We are informed that now, however, the Directors of the Midland Great Western Railway have undertaken to pay portion of the cost of the construction of this line, the portion of the £62,403 6s. 4d., to be paid by the Midland Great Western Railway Company, is not yet stated, but we hardly suspect the Grand Jury will pass a presentment for a larger guarantee than £42,000, at 4 per cent.
Article located at the Galway Library
The Galway Express, Saturday, April 5th, 1884
Mr. Kempster's Report
To the grand jury of the county of galway, assembled at spring assizes, 1884.
Mr. foreman and gentlemen of the grand jury — A number of schemes for projected tramways or light railways have been lodged at my office during the past half—year, on which I am required by the Acts of Parliament to report to this Grand Jury.
They may be divided into two groups; the first having Mount Bellew Bridge as the central point, and the second having reference to the communication of Loughrea with the rest of the county.
As regards the second group, viz—the communication with Loughrea, I will first notice the railway proposed between a station to be made at Attymon on the M.G.W.R and Loughrea. It passes through the baronies of Kilconnel, Athenry, and Loughrea: its length 8 miles, 6 furlongs, 6 chains, and estimated cost £48,600 or £5,500 per mile; it does not interfere with the public roads except at the crossings, of which there will be five: these are proposed to be level crossings, and the level of the roads will not be altered.
...
The 4th of the series is a junction line from Attimon to Kiltullagh, 3 miles, 7 f., 5 chains in length, and forming an alternative line with the Attimon and Loughrea Railway.
I have the honour to be, Mr. Foreman and Gentlemen, your obedient servant.
J. F. Kempster, County Surveyor,
Charles Nugent
To the grand jury of the county of galway, assembled at spring assizes, 1884.
Mr. foreman and gentlemen of the grand jury — A number of schemes for projected tramways or light railways have been lodged at my office during the past half—year, on which I am required by the Acts of Parliament to report to this Grand Jury.
They may be divided into two groups; the first having Mount Bellew Bridge as the central point, and the second having reference to the communication of Loughrea with the rest of the county.
As regards the second group, viz—the communication with Loughrea, I will first notice the railway proposed between a station to be made at Attymon on the M.G.W.R and Loughrea. It passes through the baronies of Kilconnel, Athenry, and Loughrea: its length 8 miles, 6 furlongs, 6 chains, and estimated cost £48,600 or £5,500 per mile; it does not interfere with the public roads except at the crossings, of which there will be five: these are proposed to be level crossings, and the level of the roads will not be altered.
...
The 4th of the series is a junction line from Attimon to Kiltullagh, 3 miles, 7 f., 5 chains in length, and forming an alternative line with the Attimon and Loughrea Railway.
I have the honour to be, Mr. Foreman and Gentlemen, your obedient servant.
J. F. Kempster, County Surveyor,
Charles Nugent
Monday, February 11, 2008
History of the Loughrea and Attymon Light Railway
The Connaught Tribune, Friday April 21, 1978
Loughrea Railway
THE LOUGHREA and Attymon light railway had a short life. When in July, 1846 Parliament had sanctioned a railway line to Galway, there was some discussion about the branch line to Limerick. Although it was first suggested that the branch line go through Loughrea, it was later decided to go through Craughwell. From then on Loughrea, displeased at being bypassed, made various efforts to secure a train service.
DEPUTATIONS
On October 28th, 1858 a Loughrea deputation led by Lord Dunkellin waited without result on the Chairman of the Board of the Midland and Great Western Railway. When Bishop Thomas Duggan came to Loughrea in 1871, he was to be a tenasious fighter for a Loughrea line, again and again demanding a train service. In 1879 he led a high-powered delegation which included Lord Dunsandle and Mr. Smith of Masonbrook. Their pleas were successful as enabling legislation, the Loughrea Railway Act was passed.
Loughrea Railway
THE LOUGHREA and Attymon light railway had a short life. When in July, 1846 Parliament had sanctioned a railway line to Galway, there was some discussion about the branch line to Limerick. Although it was first suggested that the branch line go through Loughrea, it was later decided to go through Craughwell. From then on Loughrea, displeased at being bypassed, made various efforts to secure a train service.
DEPUTATIONS
On October 28th, 1858 a Loughrea deputation led by Lord Dunkellin waited without result on the Chairman of the Board of the Midland and Great Western Railway. When Bishop Thomas Duggan came to Loughrea in 1871, he was to be a tenasious fighter for a Loughrea line, again and again demanding a train service. In 1879 he led a high-powered delegation which included Lord Dunsandle and Mr. Smith of Masonbrook. Their pleas were successful as enabling legislation, the Loughrea Railway Act was passed.
Two more years of Loughrea pressure eventually led to the Loughrea and Attymon Light Railway Company being incorporated. It was neccessary to get support of local landowners to make the venture a success. Prominent backers were R. A. Nugent, J.P.Rockfield; J.Archer Daly J.P., Raford; W. Daly, J.P. Dunsandle; J. Smyth, J.P. Loughrea; J.J. Egan, Loughrea; M. Sweeney, T.C. Loughrea and T.W. Mills, J.P., a Loughrea Banker.
14,000 £5 shares were sold and on May 24th, 1889 work began. Killimordaly bog caused a lot of trouble and delayed the laying down of the line. The line was the last to its kind to be laid in Ireland.
In October, 1890, the line was passed for opening, which ceremony took place on 1st December, 1890. Carrowkeel was renamed Dunsandle Station.
ACTIVITY
When a large stone was placed on the line, political motives were suspected. Times were troubled as in 1889 a policeman has been shot in Craughwell and Lord Dunsandle's solicitor had been shot between Craughwell and Loughrea.
Among those who used Loughrea was Lady Gregory when she was despatching wood from Coole. The building of Loughrea Cathedral at the turn of the century was facilitated by the local railway and it in turn got much business in the transport of materials.
When Dr. O'Dea was consecrated bishop in 1903, he had special trains come from Dublin and Galway.
MOYODE
During the unsettled period of 1916 whe Moyode Castle was seized by the insurgents, a millitary train went from Athenry to Dunsandle. It was decided not to attack as the rebels had gone to Limepark. The train continued on to Loughrea. the ownership of the line was changed by the Railways Act of July 23rd, 1924 by which it was amalgamated with the major line on January 1st, 1925. Since then much money was lost. In 1946, £6,191 was lost. Iit was hoped that the Tynagh Mines would improve matters, yet in 1962 Mr. C. S. Andrews of CIE threatened closure. This led to agitation. the increasing use by farmers of fertilisers meant increased business for the company into Loughrea. The making of the film "Alfred The Great" at Roxboro in 1968 also generated business, as much of the equipment was brought in by rail.
THE END
Closure was again threarened in 1971. The carriage shed was dismantled and sold locally for £10. On November 3rd, 1975 the line finally closed.
Welcome to our new website
Hello and welcome to our new website. Our original website http://dunsandlestation.blogspot.com/ was in need of an update [after nearly two years of lying idle]. Whilst thinking about updating the site, it got me thinking about a redesign and that led to investigating Dunsandle Station and the Loughrea-Attymon line in alot more detail. Rather than mess around with the existing website, I thought it easier to start from scratch-and this new website was born.
The information gathered here was found on the internet, from paper archives and from various books and people for which I will credit as I post each article. Many thanks to those who helped supply us with information and we hope you enjoy this new website.
The information gathered here was found on the internet, from paper archives and from various books and people for which I will credit as I post each article. Many thanks to those who helped supply us with information and we hope you enjoy this new website.
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