Mallow Fermoy

Irish Railway Record Society

Mallow-Fermoy-Mitchelstown

J. O’MEARA

In September 1841, the Great Southern & Western Railway proposed to establish a single railway system in Ireland , as government control and influence could be maintained more easily over one company than over several. In January 1844, a Bill was submitted to Parliament for the construction of a line linking Dublin and Cork . The Tory party, under leader Sir Robert Peel, liked the idea. The Bill had an easy passage through Westminster , and became law on 6 August 1844 . A capital grant of £13 million (€16.5m) was subscribed and construction began. The sum of £13,000 (€16,500) was specifically for a terminus at Cashel. An Act of 1845, called the Thurles & Cork Extension, gave permission to alter the route to run via Limerick Junction, Charleville, and Mallow at a cost of £600,000 (€762,000). William Dargan was appointed as contractor. Lord Howarden of Dundrum persuaded the Company to go by this route by giving a portion of his land free in return for facilities at the new station which the GS&WR agreed to build at Dundrum.

Mallow was reached in January 1849, and opened to traffic on 19 March of the same year. Allowing for difficult and undulating country, famine conditions, and two strikes for better pay, fair progress had been made.

Two companies, heavily invested in by the GS&WR built the line from Mallow to Tralee . They were, the Killarney Junction Railway sanctioned in 1846 and opened in 1853, and the Killarney & Tralee Railway sanctioned in 1853 and opened on 18 July 1859 . Both were absorbed by the GS&WR on 1 May 1860 . The work was contracted to William Dargan. At first, two services were provided on weekdays between Mallow and Tralee . Eventually, in 1883, there were five passenger trains between Mallow and Tralee . There are now six passenger trains with the addition of one extra train on Fridays. William Dargan, the contractor, began work on the Mallow-Fermoy line, on 30 September 1858 , and it opened on 17 May 1860 . The GS&WR had taken over the powers of the Mallow & Fermoy Railway in 1857. This had been an independent company incorporated in 1854 as a revival of an earlier one of 1845.

The quoted contractual figure of £51,000 (€64,750) proved to be totally inadequate. The final cost was £109,000 (€138,500). The higher cost was caused by construction difficulties with Kilcummer viaduct at MP 9¾. The line finally opened in June 1860, - six months later than originally anticipated.

In 1895, the Fishguard & Rosslare Railways & Harbour Company mooted a Fermoy-Cork direct line over fairly mountainous terrain, - the Nagles Range - to reach the Cork-Youghal line near Dunkettle. In 1901, the company ran short of money, so the idea was abandoned. Had it been built, sixteen route miles would have been saved, but the estimated cost of £250,000 (€317,500) was deemed prohibitive.

The GS&WR was very anxious to gain access to Waterford port in order to serve a highly lucrative shipping trade with England via Bristol . It was more than interested in the non-operating Fermoy & Lismore Light Railway, which was entirely financed by the Duke of Devonshire owner of Lismore Castle . After submissions to the Privy Council and the Lord Lieutenant regarding a take over, and subsequent ratification by the House of Parliament, the final seal of approval was received on 24 June 1869 . Work began in July 1868, but because of excavation difficulties, and bad weather, was not completed until August 1872. The opening took place on 1 October 1872 . On 1 March 1893 , its running powers were transferred to the Waterford , Dungarvan & Lismore Railway. In 1898 the GS&WR took over both railways, thereby achieving its ambition of gaining access to Waterford port. This also gave a new outlet for army troop movements at Fermoy, particularly during the 1914-18. On 19 January 1893 , the GS&WR advised the BoT that the new bay siding at Fermoy for the F&LR trains was complete. Major General C. S. Hutchinson was appointed and on 10 February informed the BoT that all was in order and the siding could be opened but this was not passed on to the GS&WR until 3 June 1893. (File MT6/640/29 National Archives, Kew )

With the establishment of a through route between Rosslare and Cork , via Dungarvan, Fermoy and Mallow, a Boat Express became possible. This commenced in 1906 and lasted, with few interruptions, until 27 March 1967 , when the line was closed between Waterford and Mallow.

In steam days the locomotives mainly used were Maunsel 2-6-0s , better known as ‘Woolwich’. Numbers 394, 396, 397 and 398 were rostered on most occasions. Prior to that, locomotives used were of the 321 class. Woolwich engines had six foot driving wheels. On their journeys, on passing through Fermoy, they only used the water facility there on the rare occasion when none was available at Mallow.

Two restaurant cars were built at Inchicore for the Boat Trains. No. 353, with six wheel bogies, had a central kitchen and chair seating, while No. 876 had a high clerestory roof with kitchen at one end. Each weighed 36 tons.

The permanent way between Mallow and Lismore originally consisted of iron bridge rails weighing no less than 90lbs per yard, spiked to cross sleepers. By 1897, relaying had begun to cater for heavier freight trains. A new standard design of track was conceived for subsidiary sections, such as Mallow-Fermoy, where 83lb flat bottom rails of 45 feet in length were used, with sole plates and stone as ballast. The next improvement to the track occurred in the late 1930s when two miles of track, MPs 14-16 were relayed. The Mullingar based Cantilever made several trips for the occasion. Plan patching was a feature of the remaining seventeen-mile section for the next thirty years.

Electric Train Tablet signalling was introduced between Mallow North and Fermoy on 12 October 1892 . Large Staffs were a feature. On 2 January 1924 they became redundant when miniature staffs were brought into use making the sections Mallow-Castletownroche-Ballyhooley-Fermoy. Further additions took place on 3 September 1928 when long section working was introduced between Fermoy and Mallow. This released one man from duties at Castletownroche and at Ballyhooley. They were transferred to Mallow.

In June 1880, the people of Fermoy, delighted with their railway, foresaw great possibilities in an additional line to connect their town with Cahir, on the Waterford & Limerick railway. This link would have its terminals on lines run by two separate railway companies, so, after serious consideration, the project was dropped. The promoters, however, had partial success, when the 12-mile branch to Mitchelstown opened on 23 March 1891 . This was greeted with great enthusiasm, and the first passenger train left Fermoy for Mitchelstown with over two hundred people on board.

Before this an application for such a line had been made to the Lord Lieutenant and the Privy Council in 1882. This resulted in the enactment of a provisional order relating to the Mitchelstown & Fermoy Light Railway, which was sent to Westminster for approval. It was affirmed and all the provisions thereof had full validity and force. It was known as the Tram-ways ( Ireland ) Provisional Order (Mitchelstown & Fermoy) Confirmation Act of 1885.

There were forty-eight provisions, most of which are associated with the construction of any railway. Some, of greater importance then others, were:

1 Power to construct;

2 Gauge, and other particulars. During the Parliamentary debates on the proposed railway several references were made to the line being of three feet gauge. This was surprising, as the line was built 5’ 3” gauge.

3 Compulsory purchase of land;

4 Time for completion;

5 Placing of line;

6 Power to cross public roads;

7 Level crossings;

8 Motive power;

9 Neither passengers nor goods shall be carried on the roof of any wagon or carriage, except with the permission of the Board of Trade, and subject to any condition, which it may impose.

Construction began in 1887 with a Capital Grant of £60,000 (€76,000) and opened for traffic on 23 March 1891 .

The line commenced in the town land of Carrignagroghera, in the parish of Fermoy, in the County of Cork, in a field at the west side the public road from Fermoy to Kilworth at a point three hundred yards measured in a north easterly direction from Fermoy engine shed and adjacent to a point one hundred yards from the local Military Hospital. It terminated in a field at Mitchelstown, in the town land of Brigown , adjacent to a bridge that carried the public road from Mitchelstown to Lismore.

The line was operated by the GS&WR. During the first seven years a service of four passenger trains and one goods train was provided. In 1900, the railway was merged in the GS&WR and worked from Fermoy. It was vested by an Act of 30 July 1900 . Section 33 read “The Company shall, after the passing of this Act, at its own expense, well and sufficiently equip, work, develop, manage and maintain the Fermoy & Mitchelstown under-taking in perpetuity, affording a train service equal to what it gives on corresponding branch lines on its present system, and giving in all other respects at least the same facilities to the public as at present.”

Traffic on the branch was excellent, and in 1910 a passenger service of five each way plus one goods was well patronised. The highlight of an impressive timetable were the busy years of 1914-18 War, when the branch was frequently used, particularly at Glanworth, for troop movements to and from Kilworth Camp.

Freight and civilian traffic reached a peak in 1927. In 1928, a deep depression hit the country, unemployment rose steeply, the cattle trade with Britain collapsed and, alarmingly, trade with other countries slowed down also. All these factors contributed to railways carrying less freight, leading to a serious loss of revenue.

On 4 June 1928 , the Rail Economy Officers’ Investigation Committee was formed to investigate unprofitable branch lines and stations. The Company Accountant was asked to submit his report for a meeting on 13 August 1928.The Law Agent expressed the view that while, theoretically, a railway company may abandon a portion of its undertaking, in actual practice it was impossible to do so without Parliamentary powers, and he requested that the opinion of Senior Counsel be sought. The financial situation continued to deteriorate. By midsummer 1931 speculation was rife that the Mitchelstown branch would close. In fact, the GSR did announce that it had reached a stage where, inter alia, a sharp curtailment of services was inevitable, and could eventually lead to the closure of the Mitchelstown branch. The Investigation Committee submitted a report recommending the total closure of several branch lines, and the retention, for goods only, of many others, including Mitchelstown. The Directors of the GSR were extremely anxious that full particulars of the branch should be furnished to them straight away, as a matter of urgency.

On 4 June 1932 , the GSR informed the Minister for Industry and Commerce of its intention to curtail services between Fermoy and Mitchelstown. In reply the Minister stated that he had decided that local inquiries must be held, as provided for in Section 10 of the Railways Act 1932. He requested the company to arrange an inquiry, and recommended that notices to that effect should be placed in the daily and local press. The Board regarded this imposition as a totally unnecessary expense leading to the undertakings bankruptcy. In a letter to the Secretary of the Dept. of Industry and Commerce, the General Manager, Mr. W. H. Morton complained of the Minister’s attitude in the matter and suggested that the public inquiry, as notified in previous correspondence, should be reconsidered with the least possible delay. This the Minister refused to do and stated that he had appointed Mr. John O’ Brien, Registrar Railway Tribunal, to hold the inquiry. This, Mr. O’ Brien did, on Wednesday, 7 September 1932 , at 11am , in Fermoy Court House. Notice of this was circulated in the three Dublin newspapers and the Cork Examiner.

In reporting an annual loss for 1931 of £332 (€422), the company stated that for the half year ended June 1932 the loss on the branch was £539 (€684), a figure that was unacceptable. A meeting was held in the General Manager’s office, Kingsbridge, to consider the form of evidence to be presented at the Public Inquiry in connection with the proposed curtailment of Mitchelstown services and many others. Apart from a general discussion, it was decided that the following were the important points for the witnesses to disprove:

1 The loss sustained by the Company in maintaining the existing train services and the need for modification thereof

2 That the public had not appreciated its branch line, nor had it taken advantage of the facilities offered

3 That alternative transport facilities were available in both the Fermoy and Mitchelstown districts

The Inquiry, as reported, lasted three hours with all sides stressing their points forcibly. In an eloquent speech the Hon. Secretary of the Mitchelstown Trade Association pointed out that he, on behalf of the members, expressed emphatic and determined opposition to any change in services on their line. He also said that a vigilance committee had been set up to see that any traders receiving goods by lorry would be reported to the Trades Association. The Assistant to the Traffic Manager, Mr. J. O’ Dowd, expressed his gratitude for that statement and acknowledged the endeavours of the traders to support the Railway Company.

Prior to the Inquiry, an unusual meeting took place at which Mr. O’Dowd and the Mitchelstown Traders Association discussed the local traffic question with particular emphasis on an agreed timetable.

Mr. O’Brien, Registrar, gave Mr. E. Kelly, SC, on behalf of the GSR, leave to amend the application to close as follows: “That owing to strong representations made to the Company it was prepared to put on a second train, - the other being a freight only, - for a trial period of three months, and to bear the loss thereby occasioned”.

On 7 October 1932, the Minister for Industry and Commerce, in the exercise of the powers conferred on him by the Railways Act 1932, and of all other powers invested in him, declared: “The GSR is relieved from the obligation imposed upon it in respect of the running of trains over the line between Fermoy and Mitchelstown; however, it shall be obligatory for the Company to run over such lines the following modified service:

1 A train from Fermoy to Mitchelstown for the carriage of passengers every evening on weekdays.

2 Similarly, a goods train every morning for the conveyance of merchandise.

3 A mixed from Mitchelstown to Fermoy, for the carriage of both passengers and freight, every morning and evening on weekdays.

The Minister also provided that whenever the quantity of merchandise for transit was such that it could be carried by running the goods wagon with a passenger train, in accordance with the law in force for the operation of mixed trains and that such arrangement did not cause undue inconvenience or delay to passengers, it was not obligatory on the company to provide a separate train for merchandise. This order could be cited for all purposes as the Railways (Modification of Services) Fermoy & Mitchelstown Line Order 1932, which came into force on 7 October 1932 .

Instead of five each way the new timetable was a freight depart Fermoy 6.45am, returning as mixed at 8.20am, depart Fermoy 5.20pm returning as mixed at 7.10pm. The three months trial period, proved successful, so all services ran as mixed from 1 January 1933 .

As far as the Tribunal was concerned, it had done its job, and it seemed the GSR and the Mitchelstown traders were pleased with its recommendations. The closing chapter was that the Registrar concerned claimed additional expenses of £1 15s 5d (£1.76) for extra work, and was duly recompensed.

For the years 1933/4/5 the timetable remained the same. In March 1936, the company announced that the two each way mixed trains would run as passenger only, and that a goods would run from Mallow to Mitchelstown, leaving Fermoy at 9.30am and returning at 6.30pm .

On 23 April 1938 , the Chief Engineer, Westland Row, produced a document which highlighted the condition and rehabilitation of the permanent way on all secondary and minor branch lines. It was a startling report pointing out that renewals of some 861¾ track miles of broad and narrow gauge lines, including the 11¾-mile Mitchelstown branch, over the period 1932/38, were sparse. No relaying, resleepering or patching of the branch was planned. A speed of 25mph was to be rigidly enforced.

It was forecast that if patching was not undertaken, life expectancy would be three years on the then timetable. A five-year plan of rejuvenation was proposed which included the relaying of ¼ mile of track each year at a cost of £872 per annum.

A 1938 summary of working results of the branch showed:- length, including sidings: 12.1263 miles, train and engine mileage: 36,432 and 44,207 respectively. Proportion of receipts; £7,495 (€9,517); expenses: £6,823 (€8,663); Cr. £672 (€854); Contributory value of branch: £18,521(€23,517).

By the end of 1941 only a half-mile had been relayed – with second hand panels, - leaving the remainder in urgent need of upgrading. To put it mildly, it was in a very bad state of repair.

This showed a big decrease in traffic, except for goods outwards. In 1940, when petrol rationing affected road transport, the carriage of freight, particularly coal, rose to a figure of 8,092 tons; however this dramatically plummeted to zero during 1941.

On 13 July 1941 , due to a fuel shortage, one passenger train each way was cancelled on the branch. Later the freight train became mixed, leaving at 11.15am and 3.30pm and returning at 1.00pm and 5.40pm The next major curtailment occurred on 29 June 1942, when services were reduced to one each way. Despite strong protests from local action groups, CIE stated that as coal stocks were diminishing day by day it had no other option but to curtail services through its network. On 24 April 1944 , a further depletion of stocks lead to the cancellation of the branch’s only lifeline. Workings of livestock from Mitchelstown monthly fair, and beet from Glanworth and Mitchelstown, - four wagons from each station were guaranteed. Beet pulp was also carried on the outward journey.

On 18 August 1945 the following instructions were inserted on CIE’s Weekly Circular: “To facilitate working of occasional specials into Mitchelstown, such as Engineer’s Inspection Car etc., the branch, which is normally closed, is to be worked on the ‘Manual Staff and single engine in steam system’ instead of the ETS”. For that purpose, an ET staff was withdrawn from the instrument on Fermoy and kept in a safe place in the signal cabin, so as to be readily available to a driver of vehicles involved. If shunting was involved at the terminal station, it was necessary for a signalman to be in attendance at Mitchelstown. For fair or beet traffic, or when it was desired to send two trains, - and on one occasion three, - a signalman had to be on duty for the reversion to ETS working. If the signalman lived locally travelling to work was no problem. If he did not, his relief, from Fermoy, travelled in the van of the first special, and home on the last special. No records exist of any beet trains operating off the branch after the 1945/1946 campaign.

On 12 September 1945 , the Chief Engineer ordered his divisional counterpart to thoroughly examine the 11¾ mile branch in anticipation of its reopening. He did so on 19 September, accompanied by his Area Inspector, travelling in the normal four-wheel petrol car, with the ‘Manual Staff’. The result of the inspection was that the line had a two to three year’s life with a limited timetable, and a speed of 25mph, as already in force. A gang of six men were to be employed at a cost of £682 (€866). The Chief must have had good information as a service of two each way; - a freight and a mixed – began on 10 December 1945 . Later all were mixed.

The Cork District Locomotive Superintendent stated, in a terse memorandum to the Operating Superintendent, that with the Mallow beet season at its height, and turf specials continuing to run, he was finding it very difficult to roster crews to man the restored service. However, he seemed to overcome the difficulty somehow, as the opening day was fully operational.

The next phase in the branch’s turbulent history occurred on 27 June 1947 , when a very serious fuel shortage arose. In Britain some of the worst weather conditions ever recorded – heavy snow and freezing temperatures – meant no access to coal mines. This resulted in no exports of coal to Ireland and lead to the cancellation of all services on many branch lines, including Fermoy-Mitchelstown. Many lines had their timetables restored in the following August but no mention was made of restoring services on the Mitchelstown branch. Local politicians, Church dignitaries, cattle traders and the general public, made strong protests, but CIE was adamant that it would not restore a regular service. It did guarantee, however, to cater, as before, for special passenger workings, livestock fairs and beet carriage. The last beet special ever to run between Mitchelstown and Mallow did so on 11 January 1945 , when eight wagons were loaded at Mitchelstown, and four at Glanworth. It also took away four empty covered wagons, which earlier had carried pulp – two to each station.

From August 1947, there was no branch maintenance and the six permanent way men were transferred to main line duties. If any specials were scheduled to run, gangs based at Fermoy walked the branch the previous day.

Between cessation dates of service and closure, in 1953, only seven fairs were catered for. The only other visitor was the weed spraying train of 1947/1951. Apart from six permanent way men displaced, others involved were seven from traffic, and three locomotive staff, at a saving of £2,146 (€2,725). Passenger excursions over the line were reduced to small figures. On Sunday 5 July 1914 , an organised excursion ran from Cork to Mitchelstown on which 517 full fares travelled. In connection with a football match at Fermoy on Sunday 13 September 1914 , 609 travelled from Mitchelstown, 50 from Ballindangan and 31 from Glanworth.

On 1 April 1934 , 589 adults travelled off the branch to Cork for a political demonstration. Three weeks later, in the reverse direction, 47 adults and 580 children were carried for a sporting occasion. On 5 June 1950 , also for a sporting fixture in Cork , 17 adults and 398 children were on board. Certainly no ‘Mystery Trains’ ever reached Mitchelstown.

In April 1949, a strong rumour circulated throughout North Cork that the CIE was seriously contemplating reopening the now overgrown branch. However, hopes were dashed when the company said it had no intention of doing so.

By 1952 the track was in a poor state, and it came as no surprise when CIE applied for permission to cease all movements and close it as soon as possible. To do so, it sought and order exempting the Board from its obligation to operate all services for merchandise between Fermoy and Mitchelstown – which were in operation – immediately, before 1 June 1950 . Another order of exemption was sought relieving the Board from the obligation of restoring all or any services for passenger and merchandise, which were discontinued as, and from 27 January 1947 by virtue of Emergency Powers (Reduction of Railway Services) Order 1944. If any body or persons were desirous of objecting to the making of the said Orders, they were requested to forward their objections in writing to the secretary, Transport Tribunal, Dublin , who had been appointed to carry out an investigation. The head of the Tribunal was Dr. J. P. Beddy, who, in an interview with local journalists, stated that he had no predetermined policy as to the Railway’s problem.

One of the most vociferous voices against closure was that of Cork County Council. Dr. Beddy requested particulars of the Council’s objection to closure. In reply it refused his request, stating that the obligation was CIEs to first state its reasons for its order of abandonment and then the Council’s reply would be forthcoming.

The Inquiry was to be held in Cork on 23 October 1952 . The main objector, as it turned out, was to be the Cork County Council. Two days prior to the meeting, the Council Secretary notified the Tribunal that it was not pursuing the matter any further, so it was cancelled. Earlier in the month the people of Mitchelstown were urged to voice their opposition to closure. Unbelievably, they remained silent.

Three specials were required for a Mitchelstown fair on Thursday 29 October 1953 . The first special departed at 11.15am , the second at 12.25pm , each with thirty laden wagons for Cork . A third special, stabled overnight in Mallow, did not leave Fermoy for Mitchelstown until 1.10pm arriving at 1.45pm It took 25 wagons for various destinations at 3.40pm . Unfortunately the numbers of locomotives were not recorded. This event did not pass without an angry comment from a local Council member. At a subsequent meeting he said that conditions at the station were deplorable; that farmers were kept waiting late into the afternoon to load their stock due to scarcity of wagons, and were annoyed that the third special, also for Cork , did not leave until 3.40pm with 25 wagons and a sleeping van.

The reason that only 60 wagons were available was that three specials of 30 wagons, which came from Cork, could not be accommodated in Mitchelstown yard at the one time due to limited space for shunting; hence the stabling in Mallow of the third special.

The November fair on Thursday 26 was, unfortunately, the last revenue-earning event for the line, when 87 wagons were loaded, mostly for Cork and stations to Waterford . Again three specials were required worked by J class locomotives, Nos. 107, 131 and 182. Sleeping car No. 238A was also serving the branch for the last time. Departure times were 10.45am , 12.35pm and 2.10pm . The last special brought to an end ETS working with large staffs after almost fifty years. An Inspector and five loaders were involved for both fairs.

The third special with 27 empties left Fermoy for Mitchelstown at 11.20am , after the arrival of first laden special. This enabled it to return at 2.10pm , which was 1½ hours earlier than its counterpart of the October fair. Farmers were pleased that their stock reached their destinations at a much more convenient time.

In other times there would have been a large fair day in December with a rail carrying an average of 54 wagons. With no specials available, Fermoy, Mallow and Knocklong were supplied in advance with 20, 15 and 10 empties respectively, in anticipation that buyers would give their allegiance to rail transport. However, it became obvious that traders were dissatisfied with the arrangements as only a total of 27 wagons were loaded between the stations mentioned.

Locomotives on the branch varied. One was 0-6-4T carriage engine, which was originally designed for the Castleisland branch, but transferred, in 1892, to work between Fermoy and Mitchelstown. It was No. 91 and was withdrawn from general service in 1931. It was unsuitable for its branch working and was replaced by the ubiquitous 101 class or, on a few occasions, by 4-4-0 of the M class. No. 90 also saw service there during 1930/31.

Towards the end of October 1952 permission was given to cease operations and CIE stated that the line would be officially closed on and from the following 1 December, and that the process of lifting would start in due course. However, certain items were dismantled with haste. Within ten days a salvage train arrived from Inchicore to take away the Mitchelstown turntable, having first turned its engine. Also taken was the 1½-ton hand crane. Level crossings were operated by the salvage crew. Salvage continued at intervals until the following December.

The remainder of this article appears in IRRS Journal number 153, published February 2004.