Irish Railway Record Society

  J. O’MEARA

Since previously writing on the Mallow-Fermoy-Mitchelstown railway, a few additions have since come to mind.

  In June 2001, a new footbridge incorporating a lift was opened at the South end of the Mallow platforms, replacing an old structure which catered for foot passengers only.  Previously, people with disabilities, or those with heavy luggage, had to walk across the tracks to the island platform accompanied by a staff member.

  During the week ending 15 September 2002 , the Fermoy Bay was shortened by 100 metres.  A temporary buffer stop was erected to facilitate the casting of a concrete buffer stop.  A new engineer’s siding, 138 metres long, was constructed off the Down Long siding, which has two turnouts.

  A important structure south of Mallow was the Blackwater masonry viaduct, known locally as the ten arches. It was destroyed by explosives during the Civil War 1922/23.  Partial services were maintained with Cork , albeit with many delays.  A temporary Mallow South station, with an 8-lever signal cabin, was in use during the bridge’s reconstruction.

  The heavy expenditure involved in this work resulted in the Company issuing an ultimatum to the Government that unless financial assistance was forthcoming the suspension of rail services throughout the system was inevitable.  The Government, conscious of the need for a viable railway system, did not allow such drastic action to take place.  In addition to money for the viaduct, large amounts were allocated for the restoration of many bridges, and for the repair or restoration of damaged or destroyed signal cabins. Finance was also forthcoming for repair of many locomotives, which were either damaged or derailed.  Several attempts were made at Mallow locomotive shed to derail engines by driving them into the well of the turntable, but the sudden appearance of units of the regular army thwarted such actions.

  Between May and July 1922, several attempts to blow up the viaduct failed as many of those involved were killed, and others arrested and tried in court.  However, later in the year, two of the ten arches were destroyed in an attack.

  Local clergy and other dignitaries appealed to those intent on further damage to desist, but to no avail, as a few days later the viaduct was totally destroyed, leaving no direct rail connection from Mallow to Cork and Kerry.

Thousands of people in the Cork area found themselves out of work due to the dislocation of services, particularly as food supplies and raw materials could not get through over the north Kerry line.

  The GS&WR considered the destruction of this major bridge to be, by far, a serious obstacle to a quick restoration of services to Cork and parts of Kerry.  The estimated cost of the damage was £135,000 (€171,415).  Telegraph and telephone lines, south of Mallow, were restored after seven days.

  General Michael Collins, visited Mallow on 26 August 1922 , and said he hoped that attempts would be made to remove debris from the bridge, and that all other transport matters in the Mallow area would be dealt with speedily.  Unfortunately, he died in an ambush a few days later.

  The GS&WR was instructed to start work immediately and have the bridge re-opened as soon as possible.  Before work could begin, rubble had to be removed from the public roadway and from the riverbed directly underneath.  With the help of a contractor and army trucks, the job took four days to complete.  The erection of scaffolding proved an onerous task due to the large amount required to cover both sides of the viaduct.

  With no direct rail connection to Cork food supplies were getting low.  At the request of the Provisional Government, a new daily passenger and cargo service, by sea, was introduced towards the end of August 1923, between Dublin and Cork .  The first sailing carried 104 passengers, 80 tons of assorted food and 590 bags of mail.  Ships involved were Lady Kerry and Brandon.

  Rail services from Dublin terminated at Mallow and passengers for Cork had to make their own way, mostly on foot, to the temporary Mallow station from which a local service connected with Cork . During reconstruction the surrounding area was under a 24-hour military protection.  To save time the bridge was replaced by steel, even though the cost was £5,000 higher.  After building was completed on 16 October 1923 , rigorous testing took place for a week before it was declared fit for traffic.

  A headline in the Irish Times of 17 October 1923 reads: “General rejoicing!  Bridge again open for traffic.”  It continued by saying that the commercial community of Cork and the South of Ireland rejoiced today at the reopening of the River Blackwater railway bridge near Mallow.

  The President and his party travelled by special train from Dublin .  It was composed of four saloon coaches hauled by locomotive No. 405 and averaged 64mph.  With the President were Government Ministers, the Postmaster General, members of the GS&WR Board, and Operating and Engineering staff. 

  After a short delay at the platform, the train moved forward to the new bridge decorated with flags and bunting, and on which a military guard of honour was placed.  President Cosgrave then drove the train over the new 517ft bridge.  The contractors were Sir William Armstrong-Whitworth of Glasgow ; and for the removal of debris, T. J. Moran and Co., Cork .

   Shortly after the line reopened, a member of the permanent way staff, while carrying out minor repairs between Mallow and Lombards-town, was shot dead.  Other members were warned that, if they continued to work, they would receive the same treatment.

  By mid-December the Government had not honoured its commitment to reimburse the GS&WR for repairs to the viaduct which had cost £140,000, £5,000 more than the original estimate.  A reminder of this claim was reactivated, plus further claims for damage to Mallow North and South cabins, cost £350; damage to Telegraph and general offices: £2,000.  That was not the end of the destruction, for on 30 October 1923 , the entire station, including the stationmaster’s house, were completely gutted, giving rise to an additional claim of £5,000.  All claims were eventually settled in January 1924.

  Apart from regular maintenance and painting, the bridge never needed any repair until 5 March 1995 when work began on replacing its decking.  This caused very little disruption to traffic - a tribute to the Company’s infrastructure staff.

  Single line working was in operation while each side was being repaired. The down side being done first and for this trains to Cork were routed along the up line from the station, through Killarney Junction and over a new crossover to the down track.  Work was completed on 23 April 1995 .

  Stage two started immediately by slewing part of the up to the down to cross the viaduct and re-join the up a few yards north of the bridge.  Signalling remained the same throughout.  A 25mph speed restriction operated while the project was in progress.  Work was completed by 9am on Sunday, 11 June 1995 .  Immediately the job of restoring signalling and track work began.  Temporary buffer stops, telephones, a route indicator and speed restriction signs were salvaged.  While the decking renewal was taking place, Mallow Emergency Control Panel was switched in and controlled traffic in the area Charleville/Rathpeacon and Killarney Junction/ Banteer. 

  Mallow beet siding, at M.P. 2¼, was a hive of activity during beet campaigns up to 1978, when the carriage of sugar beet in loose-coupled wagons was terminated.  During that period the signal cabin, with a switch out apparatus, was manned continuously for 13 weeks, with part Sunday working.  On other occasions it switched in for the despatch of wagons of pulp and sugar.  Entrance to the siding was via turnouts at both ends of the yard.

  In the late 1970s, when the CTC was extended the beet sidings were connected by a facing turnout at the Mallow end worked by a ground frame released by the CTC.  A 55ft turntable was available.  During the beet campaigns of 1939 to 1945, eleven steam specials served the factory.

  Lombardstown, at M.P. 5½, was the scene of an accident on 5 August 1912 , when an excursion, returning from Killarney to Dublin , derailed after it entered the up loop.  It resulted in the death of one passenger, and, of the 256 who travelled, 98 sustained severe injuries. This was fully described in JOURNAL No. 82.

  The station had a signal cabin at the Killarney end of the station with 16 levers (2 spare).  Close by was the station level crossing worked by the signalman.  A single platform, 275 feet long, was south of the station and housed the stationmaster’s premises, lamp room, and offices.  A goods loop was 375 feet long.  The station was protected by home and working distant signals.  Entrance to the loop was signalled by disc, whilst that at east, or Mallow end was governed by a ground frame which was controlled by the releasing of a “King Lever” in the signal box.  The goods yard, with a loading and a cattle bank, had a small goods store, entered from each end of the main line.  

  Banteer, at M.P. 10¾, was the junction for the Newmarket Branch.  The line, which opened in 1889, was constructed under the Kanturk and Newmarket Light Railway Act of 1881, and was a baronial guaranteed enterprise, with a capital of £40,000 at an annual interest of 4%, payable in perpetuity.  It diverged at the west end of Banteer, and extended in a northerly direction for approx. 3½ miles to Kanturk, and thence, in a north-westerly direction to Newmarket .  The branch was 8¾ miles.  It crossed the River Blackwater just outside Banteer, from which point it was on a rising gradient almost throughout to Newmarket .  The ruling gradient was 1 in 60 on leaving Banteer.  Curves were relatively easy, the sharpest, two of 20 chains radius.  There were twelve bridges of which seven were under and of steel structure.  The remainder were masonry.  The Blackwater bridge had five steel spans, each of 63 feet.  A lattice girder bridge over the River Duala, near Kanturk, had one span of 70 feet.  The Duala , from this point, flowed downwards parallel with the line to Banteer, and into the Blackwater.  A driver with whom I travelled told me he poached many a salmon there.

  There were seven public road crossings.  One was on the main road between Mallow and Killarney, and signalled both ways.  Apart from one at Kanturk which was operated by the station staff, all others were operated by female gatekeepers at a wage of 70s (€4.44) week each.  The line was laid with 74lbs rails in 1889, except for a ½ mile of track outside Banteer which had been re-laid in 1920 with second-hand 83lbs rails.

  In 1953, when the branch was under threat of closure, the Secretary of the Branch Lines Tribunal Committee requested Brendan McGrath, Solicitor CIE, to confirm the point that the branch of 8 miles, 5 furlongs, and 9 chains, wholly situated in the County of Cork, commenced at a point 160 yards from Newmarket Demesne, ran along its southern wall and terminated by a junction with the Killarney branch at the GS&WR opposite the east end of Kanturk platform.  This request baffled the Solicitor as no mention was made in legal terms, as far as he knew, of any changes in title.  He was unable to trace any Act or Order relative thereto.

  The Cork District Engineer, S. Harmans, responding to the Chief Engineer’s request to clear up what appeared to confuse many Company Executives, stated that on old maps and documents relating to the Mallow-Killarney line, Banteer station was called Kanturk prior to the construction of the Newmarket Branch.  This accounted for the name of Kanturk, instead of Banteer, in the Kanturk and Newmarket Railway Act of 1887.  In 1892 the name of Kanturk was changed to Banteer, with Kanturk going to its proper location.  It remained a station in its own right until its closure on 2 February 1963 .

  From date of opening on 1 April 1889 , the Kanturk & Newmarket Co. operated the line for three years, using a locomotive aptly named Newmarket , which was borrowed from Worthington , the Contractor for the line.  In 1892 the GS&WR purchased the line, which was in a bad state of repair for £58,000.

  The carriage of freight and livestock peaked in 1928; so too did the number of passengers carried.  By 1931, due to an inordinate slump in the export of livestock, and a trade war with Britain , the GS&WR found itself in a very serious financial crisis.  In 1931, a severe pruning of rail services on many branch lines was suggested - strangely, the Newmarket branch was not included, even though in the same year losses were £1,343 (€1,705).  Road transport, which had been developing rapidly since 1929, hit hard at the rail transportation of general merchandise and livestock.

 To cut costs a Sentinel-Cammell steam railcar was introduced, but because of its unpopularity with public and staff, was withdrawn after a few weeks  and  steam traction took over.

  Passenger carriages were a six-wheel compo, a small third and a six-wheel guard’s van.  On the weekend 18 August 1928 , the GS&WR issued a memo as follows: ‘Bogie stock over 50 feet in length are not allowed to work on the Newmarket Branch’.  To my knowledge this order was never rescinded.  The locomotive was either a small 4-4-0 or the ubiquitous 0-6-0 J15, which had the maximum axle load of 14½ tons.  Cork was the supplier, with Mallow attending to minor repairs.

  The next suggestion of a passenger withdrawal was investigated in 1934, but it was recommended that the proposal be withdrawn as the Dept. of Local and Public Health, in a letter to the Bus Department, stated that owing to the condition of sections of the public roadway between Roskeen Bridge and Kanturk, the road, at that time, could not be approved for use by buses. Another effort was made in 1935, but again withdrawn, as the cost of an extra bus was prohibitive and road conditions had not improved from the previous year.  The Board decided that further investigation be made regarding the improvement, if any, of the roads, and if it was really necessary to replace rail services by road transport.

  By 1938, finances had greatly improved, but not to Management’s satisfaction; again feeding rumours that the branch, and many others were due for closure.  In February 1939 such rumours were quickly scotched as the threatened war in Europe seemed so imminent that talk of line closures was set aside.

  When hostilities broke out in September 1939, services on the branch line were, a 7am Mallow to Newmarket goods, returning at 12.35pm after working the first passenger to and from Banteer.  Other workings: departure Newmarket at 1.50pm , 3.25pm and 5.10pm , returning at 2.30pm , 4.10pm and 8pm .  In between trips a light engine ran, as required, from Banteer to Kanturk to shunt the yard due to the large number of wagons requiring placement for loading and unloading – for this 40 minutes was allowed. This occurred frequently, particularly when specials of maize ran from Cork , and whose engine returned to Mallow in the interim.

  A fuel crisis then developed and from 2 June 1940 , services were drastically curtailed, leaving one mixed and two passengers to cater for the public, Monday to Saturday, with an extra working from Mallow to Newmarket and back on Thursdays and Saturdays.

  Times from Banteer were 9.25am , 12 noon , and 4pm , returning at 11.20am, 3,15pm and 10pm .  All services were then worked by the Mallow-Newmarket goods engine which ran over the branch as mixed, due to the absence of a crew being based in Newmarket .

  Another year passed and yet another fuel crisis occurred.  Stocks had dwindled to an all time low with no prospects of replenishment.  This resulted in one goods and one passenger providing a service.  Worse was to come when coal was unavailable and skeleton services, which were still in operation, were withdrawn on and from 24 April 1944 .

  When hostilities ceased in June 1945, the shortage of coal supplies eased, but it was not until the middle of the following November that the CIE announced that a partial service would resume on 17 December 1945 on many branch lines, including the Newmarket .  It was one of the lucky ones, as many others did not re-open.

  A major fuel crisis in Britain during January/February 1947 was caused by severe weather conditions which resulted in coal not being mined in England or Wales .  Services on all branch lines were cancelled, and those on other lines were severely curtailed.

  When British coal again became available the timetable gradually improved on main and secondary lines.  The General Manager of C.I.E. stated that restoration of services on small branches was being considered.  Towards the end of August 1947 the worst fears were realised when it was announced that there would be no passenger or freight trains running on many branches, including Newmarket .  This statement was greeted with anger and dismay by local traders, livestock dealers, exporters, and factory owners.  The Company announced, after Government pressure had been brought to bear, that arrangements would be in place to serve the livestock fairs at Kanturk and Newmarket , in addition to the carriage of maize from Cork to Kanturk.  Sporting occasions were to be catered for as were passenger specials.

  Under the Transport Act of 1950, CIE applied, in April 1952, for the following exemption orders:

  These requests were made on 1 October 1952 .  Again, strong objections to these proposals were made by many supporters of the Railway.  In the event of the Tribunal refusing such requests, the Deputy Chief Engineer, Mr. Somerville-Large, requested the Cork District Engineer to forward the maintenance cost in case of the 1939 timetable being restored, as well as the total cost which would be required to enable its restoration.  £180 (€228) and £402 (€510) were the respective figures quoted.

  The Tribunal sought all documents relative to the Company’s application and a report was filed after a six months study.  The Board was worried about the length of time it took for conclusion, as the Government intimated that on 31 March 1955 it would allow the Supply and Services (Temporary Provisions Act 1946) and Reduction of Railway Services Order 1944, No. 35, to lapse.  This posed the possibility that if challenged in court the Board would be compelled to restore a service on many branches that existed in 1944.

The engineer, in a further report, stated that the sleepers had been maintained by patching, and generally they, along with rails, were in reasonably good condition.  However, some rails would need to be replaced before the line could be re-opened to regular passenger traffic.  He also stated that the steel bridges were sound, but badly in need of painting, and due to a settlement the Blackwater Bridge , which bore a 5mph limit, should continue with such a restriction.  He further intimated that as far as his Department was concerned the closure of the branch would be a small economy, estimated at £300 (€381) per annum, and that no further savings could be made until the line was abandoned.

  The withdrawal of train services would not eliminate all the expenditure on the maintenance of way and works as statutory liabilities had to be maintained.  £200 (€254) was the figure quoted.

  From 1949 to 1953, and in 1959, special excursions ran as follows:

Figures quoted were in stark contrast to 1939, when 9,246 were carried by regular services in addition to 1,067 who travelled to Youghal, Cobh , Killarney and Banteer.

  The week ending Saturday 27 June 1959 , a party of 30 IRRS members did a three day tour of the Foynes, Fenit, Castleisland and Newmarket branches.  For the Saturday outing to Newmarket , the 10am goods from Banteer was mixed, worked by a DE with altered running.

A DE, bogie coach and van left Mallow for Banteer at 10am and returned at 4pm .  I can safely say that this was the last mixed train to travel over the Branch.

  The weed sprayer paid its annual visit from 1948 to 1953, and from 1956 to 1961.  Apart from ash specials from Mallow, stone ballast trains have never been recorded as visitors.

  On the 2 and 3 February 1954 the Transport Tribunal convened meetings at Kanturk to hear objections to the branch’s closure.  The objections were lodged by Cork County Council, Kanturk and Newmarket Parish Councils, RGDATA (Grower’s Association) and 19 individuals.

  Banteer, in the event of total closure, would need alterations to the goods yard at an estimated £3,000 (€3,809).  Figures showing the cost of operating the branch for four months in 1953 and 1954 showed losses of £141 (€179) and £163 (€207) respectively.

  On 5 February 1954 the Secretary of the Tribunal requested the Board to furnish the following particulars:

  In answer they were £5,500 (€6,984), £6,500  (€8,253) and £2,388 (€3,032) respectively.

  On 16 October, the Tribunal issued its findings.  It granted CIE an exemption from the obligation to operate the services of passenger trains as specified in Part 1 of the Schedule.  It was also exempted from the obligation to operate all or any of the services of passengers and merchandise as specified in Part 2 of the schedule.  It exempted the Company from the carriage on all services of special trains for merchandise on the railway between Banteer and Newmarket which were in operation immediately before 1 June 1950 , except the running of specials on the said line for conveyance of cattle from Kanturk and Newmarket livestock fairs.

  The Board of CIE was not pleased with this limited order, and it was challenged by the General Manager, Mr. Frank Lemass, who requested a meeting with the Secretary of the Tribunal and the Company’s Solicitor to discuss whether there was a limitation order on the period of operation.  However, the Traffic Manager, Mr. D. Stewart, stated that he was against such a suggestion, and said that the matter should not be proceeded with, as it would be difficult to make assertions that the order was not reasonable, since the Tribunal had been considering the evidence of both the Board and the objectors over a long period, thereby making its decision on the weight of evidence produced.

  The Board then decided that the branch should be served by a lesser-powered diesel, thereby keeping the line open for all types of freight and livestock traffic.  The type of locomotive power suitable to handle wagon loads but not suitable for passenger trains was the ideal choice.  In January 1955, it was decided to purchase a 130hp Deutz costing £5,500 (€6,984).  It was geared for a maximum speed of 15mph hauling 8 wagons and a 10 ton brake van.  Allocation of staff to be in place on opening day was: Banteer – stationmaster, three signalmen and one porter.  Kanturk – halt keeper and one porter.  Newmarket – halt keeper.

  At the re-opening, traffic at Kanturk was so heavy, both inwards and outwards, that it was decided to upgrade the station by putting a stationmaster in charge.

  On 14 March 1955 , a Parliamentary question was raised as to when it was proposed to reopen the branch.  In reply, the traffic manager stated that he was not in a position to specify any date, as the Chief Mechanical Engineer could not give a definite time of delivery of the Deutz locomotive and, he added, pending such delivery it was not proposed to reopen the line with other type of locomotive power.  An interim timetable for one goods each way was proposed; - Banteer depart 9.30am , Kanturk 9.55/10.15, Newmarket arr. 4.10pm .  During its four-hour stay in Newmarket the engine and van often returned to Banteer to clear any overload left behind off the earlier service.

  There was no engine shed for overnight stabling in Banteer, so the Deutz was parked as near as possible to a sheltered area close to the signal cabin, where it was also under secure observation.  Newmarket was also suggested as its base, but to keep running mileage at a minimum, Banteer was chosen.

  The Operating Department said it was not prepared to agree to the closure of Kanturk Signal Cabin because of the station’s heavy traffic, particularly from ‘maize’ specials from Cork , and livestock fairs.  It proposed to work the two sections by the Train Staff and Ticket system, and to close Newmarket Signal Cabin.

  The first of the three Deutz locomotives arrived in Dublin in October 1955.  It was not until the following May – 7.5 months later – that G601 was sent to undergo trials and driver training on the branch.  These proved successful and the line was re-opened on Friday 1 June 1956 .

  The new timetable showed a 10am Banteer departure instead of a 9.30am as originally planned.  Extra time, in excess of the twenty minutes allocated, was allowed for shunting in Kanturk if necessary.  A 3pm return from Newmarket remained as originally scheduled. 

  At a subsequent banquet in Kanturk the Traffic Manager, Mr. D. Stewart, stressed that the occasion was experimental and that the line’s continuance would depend on the volume of traffic offering.  To get into the spirit of a joyous celebration, G601 was brought back light from Banteer as an added attraction for the many enthusiasts and the town people.

  Paid gatekeepers received 31s (€1.33) a week to operate the gates, a figure arrived at in view of the new limited service passing through.

  The branch continued to prosper in every way but this did not sway the Board of CIE in 1962 when it decided that many minor branches, including Newmarket were to be closed permanently.  In a press release of Friday 30 November 1962, the Board stated that the rail connection between Mallow and Banteer would enable merchandise to be carried by a combination of road and rail transport, with Banteer as a transfer depot, and that it would cater for the variable demand for the carriage of livestock, and for any seasonal or occasional traffic previously carried by rail on a wagon load basis.  It was announced that the Board had completed an investigation into the economies of operations on the Newmarket branch, solely on direct costs, and taking no account of many normal overhead charges.  The result showed that revenue amounted to £1,349 (€1,713), while expenditure was £3,000 (€3,809), showing a loss of £1,651 (€2,096).

  The demise of the branch occurred on 3 February 1963 . Despite many protests, wagons were cleared off the branch on the previous day.  Anything that could be salvaged, such as furniture, clocks, staffs, and hand lamps were sent to Mallow in a covered wagon known as a ‘Hard Top’.  ‘C’-class locomotive No. 221, hauling eleven wagons and van, worked the last scheduled train.

  To enjoy oneself to the full, for a steam enthusiast like myself, a footplate trip is a perquisite.  Here, good banter, local knowledge, and liquid refreshment from the ever present black can are among the main ingredients and attractions.  Therefore my planned trip from Mallow to Kanturk for its Livestock Fair was eagerly anticipated. I was most certainly not disappointed.  Locomotive 104, a Cork 0-6-0 engine, was the motive power to 25 cattle wagons and van.

  The thoroughly washed and disinfected wagons were hauled to the ground disc, south end turnout of goods yard.  There we awaited the hand ring and miniature staff for Lombardstown, which bore the inscription ‘Killarney Junction for Mallow’ on one side and Lombardstown on the other.  Before proceeding the signalman in the South cabin had to obtain permission to do so from his counterpart in the north box.

  A 7.30am start brought us along the up main line, crossing the ten arches bridge as we briskly passed Killarney Junction, where a sharp 40 mph curve was negotiated.

  Killarney Junction had special rules for its operation.

Webb’s siding, at MP ¼, catered for an adjacent flour mill.  It had no run around facility and it was permissible to propel a maximum of 12 wagons and van from Mallow station into the two sidings.  A shunter, who acted as guard, travelled as brakes man in the van, in front of the train.  The siding was controlled by a ground frame and a one-staff subsidiary instrument.  A train could therefore be locked in the sidings and the mainline be clear for the passage of trains.  The siding closed on 23 September 1962 .

  We continued our journey in a westerly direction by passing, on the right hand side at MP 1½, Mallow Beet Siding.  Its signal cabin was switched out, making the section Mallow South/Lombardstown.  Gradients from here on were easy, as we passed New Berry East and West level crossings.  A fall of 1 in 195 gave way to a gentle rise as Lombardstown, on the level, was reached.

 On December 22 1922 , during the Civil War. Lombardstown was raided.  A wagon was taken from the goods yard and pushed into the Banteer section where it derailed as a rail had been removed.  A second wagon was also derailed at the platform, again due to a lifted rail.  The goods store was attacked and looted.  Spirits, tea, bacon and sugar were taken.  By January 1922, several small under bridges were in poor condition and a speed limit of 10mph was imposed between MPs 2 & 2¾ and between MPs 5 & 6, while 20mph was the limit through Banteer.  All temporary speed restrictions were removed in July 1923.

  Lombardstown, being a quiet rural station. did not generate much traffic.  Revenue came from a few passengers travelling to Mallow, wagons of stock and Sunday sporting excursions.  Its mainstay, however, was the large quantities of milk and butter forwarded to Dublin and Cork .  The station had been reduced to a halt under Mallow, before closing on 9 September 1963 .

  After exchanging staffs we moved swiftly across the level crossing as our journey got more arduous with inclines of 1 in 134, 197 and 430 being a feature to MP9½.  From there on falls of 1 in 151, and 270, brought us into Banteer at MP 10¾. Banteer, a block post, with miniature ETS staff working with Millstreet and Lombardstown, and large staffs with Kanturk, dealt in livestock, maize, coal and Guinness, and was signalled for two-way running with direct connections to the Newmarket Branch.

  The 18-lever signal cabin was at the west end of the station, adjacent to a level crossing.  No watering facilities were available.  The branch platform and run around loop were at the back of the station premises.  A stationmaster was in charge.  At the Mallow end of the complex a long loading bank once catered for livestock and maize, but now is used exclusively for ballast loading.

  On 18 November 1922 Banteer signal cabin were destroyed by fire.  Its points and chairs were broken and the rails were torn up.

  Its only source of income is from regular passengers and occasional sporting events.

  As our journey resumed to Kanturk the Bogeragh Mountains with its scenic valley to our left was in sharp contrast to the rich, flat agricultural land on our right.  The Banteer signalman informed the driver that we were to go to Newmarket with a wagon of bagged cement, and a second wagon of permanent way material, picked up in Banteer.  This was an added bonus.

  With the gentle nudge of the engine’s regulator we moved steadily over the gates and swung in a sharp right-handed curve over the 5mph River Blackwater bridge.  Progress was steady for the next three miles, with No. 104 blowing a fine head of steam.  After a ¾-mile climb of a 1 in 60, Kanturk was reached at 9.15am  where,  even  then,  cattle  and   sheep

were awaiting loading.  After wagon placement we set out for Newmarket , again with a large section staff.  Although some of the gradients were easy, those of 1 in 165, 150, 100, 90 and 60 presented some difficulty.  Imagine how difficult it would be hauling 25 wagons and a van for Newmarket ’s annual livestock fairs.

  A J-class 0-6-0 engine was allowed to haul, on outward journeys, a maximum of 35 laden wagons between Banteer and Kanturk, 25 between Kanturk and Newmarket and, on return, 40 Newmarket and Banteer.

When busiest in the years to 1940, Newmarket dealt in bagged cement, Guiness, fertiliser, sugar beet and pulp as well as passenger and other sundry traffic.  From 1936 to 1943 an average of three wagons of beet were forwarded to Mallow each Monday of the campaign.  Thereafter road transport took over.

  A small signal box of eight levers stood on the right-hand side as one entered the compact station yard.  All points at its terminal end were hand operated.

  In 1942 a driver, fireman, cleaner, guard and two porters were on the payroll, with a stationmaster in charge.  Other features were: engine shed, 45ft turntable, 4,750 gallon water tank, goods store, loading bank, a platform of 130 feet, offices and station residence.

  On returning to Kanturk No. 104 was gently steamed for approximately 200 yards, then raced forward, unaided, to within 150 yards of Kanturk home signal.

The livestock fair yielded 23 wagons, mostly for Cork , and at 1.35pm we departed for Mallow, where a fresh crew took over to continue the journey.  Our engine was turned at Newmarket and latterly at Mallow.

  Over time, interesting loadings have revealed: 2 February 1931 – 28 wagons of pigs for Cork, 17 August 1936 – 52 wagons of various for Cork and Waterford, 27 October 1946 – 50 wagons of various for Cork and Tralee, September 1947 – 80 wagons of various for Dublin, Cork and Waterford and 16 August 1961 – 30 wagons of cattle and sheep for Cork and Waterford.

  Newmarket : 1 September 1936 – 29 wagons of cattle for Cork .  The largest number of cattle and sheep out loaded occurred on 9 November 1946 , when 45 wagons were forwarded to Cork .  This figure was the highest ever from a Newmarket Livestock Fair.

  As petrol rationing eased, so did rail traffic and both Newmarket and Kanturk in common with many other stations, saw their fairs’ traffic dwindling. Specials of empty cattle wagons left Cork at 6am on fair days.  As far as possible, overnight turns away from home were avoided.  However, during 1920, 1921 and 1946, some empty specials departed Cork at 11am the previous day.

  During July, October and November of 1948 a 3pm special of 45 empties left Cork for Kanturk, with sleeping car 238A attached.  The fairs in 1948 were regarded as having a potential of an output of anything up to 80 wagons.  To cope with this possibility, on the morning of each fair, Mallow had an extra special of 35 empties ready to leave at 10am for Kanturk, and did so on four occasions.

Since 1963 many changes have occurred between Mallow and Banteer.  Central Traffic Control has taken over the Tralee Line with all points and signals electric. The station has become a Halt.

  The 1912 GS&WR Appendix to the Working Timetable revealed that all types of locomotives were allowed over the Newmarket Branch.  The heaviest, A class – 355/371, were capable of hauling fifteen laden wagons of stone. The GSR appendix of 1934 forbade such a loading as J class engines became the heaviest type (axle weight 14½ tons) to operate throughout the remaining years of the line’s existence.

  On 30 November 1962, notices, signed by Secretary, CIE Kingsbridge, appeared in the National daily newspapers, and the Cork Examiner reading:-  “Pursuant to section 19 of the Transport Act 1958, the Board of CIE hereby gives notice that on and from the 2 day of February 1963 all services of trains for the carriage of merchandise operating on the railway between Banteer and Newmarket will be terminated and that road services will be substituted for the railway.”

  Despite an emergency meeting of the Kanturk Development Association, who arranged a meeting with Dr. Andrews early in December 1962 to postpone the closure, their efforts were in vain. On 25 January 1963 services was cancelled, and a replacement service provided from Abbeyfeale. The Newmarket Branch, after a long history of faithful service, closed at 4pm on Saturday, 2 February 1963 .

  Subsequently an auction of 1,800 sleepers, in bales of 20, was held in Banteer on 19 October 1963 , and all were sold.  Kanturk station was purchased by Cork County Council for development by the local Trades Association.

  On a recent visit to Banteer, I found it hard to recognise the route of the Newmarket Branch, due to thirty years of vegetation growth.  I did not need a staff to walk towards the Blackwater River bridge, only local permission.

  I am very grateful to the Committee of the Irish Railway Record Society for its permission to use the archives in compiling this paper. The diagrams of Kanturk, Newmarket and Banteer were kindly drawn by Herbert Richards.  

The remainder of this article appears in IRRS Journal number 157, published June 2005.

Copyright © 2005 by Irish Railway Record Society Limited
Revised: August 16, 2005 .