Irish Railway Record Society

The Horseleap Branch Part 1

John O’Meara

The Streamstown-Clara line, better known as the Horseleap Branch, was constructed under the Midland Great Western Railway of Ireland Streamstown and Clara Junction Act of 1857. Section 4 of the Act gave the company power ‘to make and maintain a railway commencing from and out of a line from Mullingar to Athlone in the townland of Upperlands in the parish of Ardmurcher and Horseleap in the County of Westmeath at a point named Streamstown and terminating at Clara by a junction with the proposed extension from Tullamore to Athlone of the Great Southern & Western Railway in a field, No. 3 on submitted plans, in the townland of Erry in the Parish of Kilbride in the Kings County.’

The line became operative on 1 April 1863. Traffic was not of much consequence, due no doubt to poor connections at Clara with the GS&WR.

The ruling gradient was 1:100 and, except for a short length of line near Clara, there were no acute curves. It formed a useful link for normal and occasional workings, particularly by the Bretland supply train travelling to destinations in former GS&WR territory. Specials using this route did so without resorting to a shunt at either end of the branch. It was also used by patrons of Mullingar horse races when specials with passengers and horseboxes travelled from Kildare, serving all stations to Castletown. Many well-filled specials catered for football championship matches at either Mullingar or Tullamore. No matter where they originated all stations were served.

There were 18 underbridges, most of which were small span, the largest being one of 59 ft. across the river Brosna at Clara; four overbridges were stone arched. Twenty accommodation crossings had no gate lodges attached, with the exception of that at MP66¹/₄ named Kilmalady, which was not signalled in either direction.

Branch speed was not over-generous. Originally set at 40 mph, it was reduced to 30 in March 1930, with a further reduction to 25 mph in July 1941. A local limit of 20 mph was permanent between MP68 and MP69 near Clara.

According to the Appendix to the 1934 Working Timetable, locomotives of all classes were permitted to work over the line at all times. Engines of the Woolwich class 372-398 2-6-0s were allowed to haul 55 wagons and van in either direction. Those allocated to Mullingar for hauling the Bretland supply train were 0-6-0s Nos. 624 and 642, commonly described as mixed traffic. They had a right to use the Horseleap tracks even though the maximum permissible axle load from 1938 was 14¹/₂ tons. Double heading of any engine type was allowed.

At Clara the MGWR possessed its own engine shed, a turntable of 45 ft. in length and a water column situated at the entrance to the branch, fed from a tank of 13,281 gallons. Provided also were a stone-structured signal cabin and a short platform, with walking access to the GS&WR station.

On Monday 2 March 1925, Clara MGWR was closed as a station and all goods and passenger traffic was then dealt with at the GS&WR station. On Monday 21 December 1925, both cabins were dispensed with and replaced by a new structure with all yard points and signals being worked therefrom. Operated by hand-generated power were points and signals leading to the Banagher branch, which was track circuited, along with part of the Ballycumber section for a distance of 50 yards beyond their respective up home signals.

Up to 1905 two mixed trains ran from Clara to Mullingar at 07:55 and 14:40, returning at 09:30 and 18:15. Stations served were Horseleap, Streamstown and Castletown. Connections were made at Mullingar with up and down Dublin-Galway services with the exception of the night mails.

At this time two sets of men and a steam raiser were based in Clara. From 1925, the year of the Amalgamation, their rosters changed when the Banagher-Clara timetable was altered, the 07:00 and 14:40 from Banagher continuing on from Clara to Mullingar in previous paths. This resulted in Clara losing its depot status. The men involved, now redundant, were transferred to Athlone. These schedules continued, albeit with minor alterations, until 1940.

THE TROUBLES

An ammunition and coal strike coupled with a Dublin port blockade, starting on 21 August 1920, led to a major threat to the railways and to industry. Armed troops on trains, even on the Horseleap branch, were the norm. On 2 November 1920 the MGWR announced the termination of all services due to the munitions strike: this included the Horseleap branch. On 24 November the military introduced a curfew, leading to services being resumed on a day-to-day basis, with no running after 16.00. The drivers on the Clara-Streamstown branch did not turn in for work at all and when eventually they did there were no locomotives available due to damage.

Another problem arose when a further coal strike led to the military curfew being extended with the result that the railwaymen had no guarantee of work. I could not ascertain the reason why the Horseleap branch was under continual military surveillance up to 14 July 1921. On that date military orders to the railway General Managers stated that the curfew had ceased and that all services, including those between Clara and Streamstown, resume forthwith. From 1 February 1922 the 06:55 Clara-Mullingar was altered to 09:15 with a corresponding later return from Mullingar. A reversion to 07:55 was noted six weeks later.

Trouble and strife were never far away from the railways in the early 1920s. Lurking not far away was the ratification of the Treaty between Ireland and Britain. Little did one know that for the next 14 months the railways would be objects of turbulent times when those against the Treaty began their campaign of raiding, shooting and destroying property. The Horseleap branch was served by one mixed train each way, mornings only, and on many occasions it was held up at Horseleap station and looted. Spirits and groceries were the target.

The troubled times in 1922/23 due to the Civil War left their mark at Streamstown station. The worst period was during the month of December 1922 and January and February 1923. Rails through the station were lifted causing major derailments. Six 0-6-0 goods engines were either totally destroyed, derailed or severely damaged. Any freight trains derailed were subjected to looting. A claim for damages of £4,760 was made and paid 

COAL SHORTAGES

In 1941 a coal shortage in Britain resulted in all services being cancelled from 8 October. The branch was then served by a substitute goods departing Mullingar at 17:30 Monday-Saturday and serving all stations to Clara. Return was at 20:30, again serving all stations. Ten minutes’ running time was allowed to Horseleap.

On 10 January 1943 another severe fuel shortage led to the suspension of this service. Locke’s Distillery at Kilbeggan, which traded a large amount of goods inward and outward at Horseleap, was served on Tuesdays and Fridays by either the engine and van of the Banagher branch goods or that of the 01:00 Athlone-North Wall.

It was hoped that there would be no more fuel shortages leading to rail curtailments. However, the presumption was optimistic as severe weather conditions in Britain resulted in the suspension of coal deliveries to Ireland in January 1947. The consequent curtailment of rail services commenced on 27 January with a gradual restoration of a limited timetable taking place from the following May. The re-establishment of normal working was completed four months later, though a large number of minor branch lines were not afforded even a partial resumption: one of these was Horseleap. The CIÉ board, in response to protests, stated it had no intention of reinstating any service on many lines, including the Streamstown-Clara branch. On 1 September 1947 it was designated a working route, to be used by permanent way workings, sporting specials for Tullamore and Mullingar, livestock specials and private hire.

SPECIALS

I propose to deal with all types of specials that ran over the branch from 1925 to 1941 and from 1947 to 1963, the year of closure. On Monday 7 February 1925 a troop train ran from Sligo to the Curragh siding, passing Horseleap at 09:44. On the same day a similar special ran from Cork to Boyle and back, passing Horseleap at 13:10 and 16:10. Between the two specials 43 officers and 460 other ranks were catered for.

Ten days later two more such specials ran from Templemore to Sligo and back carrying 40 officers and 586 other ranks, passing Horseleap at 09:52 outwards and 18:15 return. Thurles supplied the empty train. Research has shown that no other troop specials ran thereafter between Streamstown and Clara.

Racing at Mullingar always drew large crowds during the months of September to April when rail travel was the main mode of transport, carrying large numbers to the meetings. The first of many such trains to traverse the Horseleap branch did so on 5 April 1926 when a special left Kildare at 10:15 for Newbrook Race Siding, composed of locomotive 124, an 0-6-0, one 30 ft. first, one 30 ft. second and three 30 ft. thirds plus a van – all six-wheelers. This train conveyed 109 passengers; ten horseboxes were also attached with 16 grooms in attendance.

Between 1926 and 1941 similar specials ran with the second-class carriages being omitted. Engines involved numbered 124, 138, 171, 183, 185 and 198 and were supplied by Inchicore. Kildare provided the guard and checker while the empty trains were forwarded to Kildare from Kingsbridge the previous evening. On Wednesday 30 June 1926 a Board’s special departed Kingsbridge at 10:15 for Athlone via Banagher: included were the Company’s senior officers. For a party of 43 full catering facilities were provided -- early breakfasts, morning coffee, lunch and afternoon tea. The train’s composition was locomotive 344, a 4-4-0, van, dining car, first class carriage and observation coach. The return journey from Athlone was via Streamstown and Horseleap, arriving in Kingsbridge at 17:50.

On 13 November 1930 an engineer’s special, 4-4-0 No. 55 and observation coach, carried out an inspection over the same branches, leading to their 30 mph speed limits being reduced to 25 mph, though with no reduction in axle weight on the Horseleap branch for locomotives.

BRETLAND

The Bretland supply train, built in 1924, was another to maintain an extra shine on the 7¹/₂-mile branch. Its first run between Streamstown and Clara took place on 18 March 1927 out and home and was one of five trips to the Geashill-Portarlington section. From then until 1940 it made 152 journeys out and back over the same metals. Places served by specials were Abbeydorney-Ardfert; Rathkeale- Abbeyfeale; and Patrickswell-Ballingrane, all on the North Kerry. Durrow-Dungarvan- Cappoquin specials were routed via Mallow due to weight restrictions over Dunkitt bridge at Waterford. Other places visited were Cahir- Bansha; Farranfore-Ballybrack; Roscrea- Nenagh; Ballycar-Sixmilebridge-Cratloe; Longpavement-Limerick; Bruree-Rosstemple- Patrickswell; and Cherryville-Athy-Mageney. Sections between Milford-Muine Bheag (Bagenalstown). Gowran-Kilkenny-Ballyragget and Attanagh were frequently visited, travelling via Cherryville or Portlaoise. A timetable for all such movements appeared in the Company’s Weekly Circulars. Outward journeys were timed to pass Horseleap at 15:00 for short trips to nearby destinations and at 17:00 for further destinations. Return next morning was at 11:50 or at 14:00 from more distant outposts.

BRIDGES

With such heavily laden traffic via Horseleap it was inevitable that many underbridges were in need of strengthening. After examination it was found that four had to be replaced as a matter of urgency. On Tuesday 15 November 1927 a similar exercise was carried out when bridge No. 248 over the main Dublin-Athlone road at Horseleap was completely renewed. During that operation the branch was closed to all traffic from 10:00 until 16:30. The Athlone steam crane was involved.

On Sunday 25 August 1929, bridge No. 256 spanning the river Brosna at Clara was replaced. The line was broken from 08:00 until 18:00. A special of two steam cranes left Athlone at 06:30 and deposited a crane on each side of the old bridge and work continued until 18:00 when the special returned from Streamstown to Athlone tender foremost. The reason this route was taken was that the line between Mullingar and Athlone was nearly always open on Sundays for the movement of empty cattle wagons on their way to western livestock fairs. The line between Clara and Athlone was normally closed at weekends.

EXCURSIONS

Political outings served the branch excellently every June between 1929 and 1940 when well-patronised specials ran from Sligo and Boyle to Sallins (for Bodenstown) and back via Horseleap.

During the period under discussion a chartered special ran on Sunday 1 July 1928 from Castletown to Galway, serving all stations to Clara. On arrival it had 340 Pioneers (Pioneer Total Abstinence Association members) on board. Mullingar provided the empty train, the crew of which worked out and back.

A year later the same Pioneers were on the trail again, this time to Waterford and Tramore. Timekeeping was very poor throughout, 35 and 55 minutes being lost due to cord pulling and very rowdy behaviour, which led to the 1930 and 1931 outings being cancelled. A further attempt in June 1934 to organise an outing to Sligo was successful, turning out to be trouble free for the 352 participants. Mullingar again supplied the empty train, which was double headed by 2-4-0 No. 657 and 0-6-0 No. 582. Timekeeping was good. No. 627, an 0-6-0, took over at Mullingar.

Other excursions privately organised and run over the Horseleap road between 1926 and 1938 were Enfield-Waterford and Streamstown-Waterford, both at a cost of 6 shillings and both for Tramore. Other excursions operated were Lucan North-Limerick; Lucan North-Galway; Clara-Horseleap-Bray; Streamstown-Roscrea; Streamstown-Galway and Clara-Broadstone.

Religious excursions often involve great moments of excitement for rail enthusiasts. What better than those organised from Banagher to Claremorris via Horseleap on 1 August 1937 and 5 June 1938? The return fares were 14 shillings and 9 pence and 15s 9d respectively from Clara and Horseleap. Athlone provided the empty trains and Mullingar the motive power on both occasions.

SERVICE REDUCTIONS

Between 1934 and 1940 few organised excursions ran, no doubt due to the state of the financial climate – a recession and consequent unemployment. Noted also was the small number of trips made by the Mullingar supply train.

The last passenger special to run from Clara to Bray during the early Emergency years did so on 4 August 1940, with 374 travelling at a fare of 7 shillings. When the branch’s regular service was not restored after the major fuel crisis of January 1947 the line was used as a convenience. Prior to 1940 the engineer’s inspection car traversed the line on four occasions each year: this was reduced to two between 1940 and 1946 and as required thereafter. I failed to find any details of stone ballast working on the branch but am aware that ash and clinker specials ran from Athlone and Mullingar, discharging their cargoes as side filling.

With the easing of coal supply restrictions in mid-1945 a special goods left Mullingar on Monday 10 December 1945 at 17:15 and on each weekday thereafter serving all stations to Clara, returning at 20:00. By 26 January 1947, however, it had been cancelled due to a further fuel crisis. In view of this unfortunate development Locke’s Distillery, Kilbeggan, stated it would receive or dispatch goods of large proportions at either Clara or Streamstown. In response, the railway company offered a Tuesday and Friday service utilising the Banagher branch engine and this was accepted by Locke’s. On a few occasions wagons were collected by the engine and van off the up 19:15 Athlone-North Wall goods.

The Bretland supply train did not resume its travels post war – despite exhaustive research I could not find any evidence to the contrary. Its last outward and return journey via Horseleap was made on Friday 10 August 1938, returning the following afternoon from the Ballyragget-Kilkenny section to pass Horseleap at 13:41. The week commencing 1 July 1940 saw its last trips -- two to the Collooney-Leyney section and one to the Ballinlough-Castlerea section. Returning home to Mullingar on the latter trip it passed Streamstown at 13:59 for the last time.

The last Kildare-Mullingar race special ran out and back on Saturday 22 March 1941. Locomotive 185, a J15 0-6-0, hauled a van, a composite, a small third and a brake third, all six-wheelers. In addition there were seven horseboxes and 65 passengers and 12 grooms were on board.

SERVICE RESTORATIONS

With coal stocks increasing slowly from 1947, sport and church outings were restored. The first to take the rust off the rails took place on Sunday 25 June 1948 when a football tournament in Tullamore led to Westland Row providing an empty train to carry enthusiasts from Mullingar and all stations to Horseleap. It comprised double-headed J16 0-6-0s, six bogies, two small six-wheel thirds and two vans. On board on reaching Tullamore were 1,057 passengers in accommodation for 524. Both vans were full. For the return journey an auxiliary was summoned from Athlone to help relieve the overcrowding. Luckily the line to Athlone via Ballycumber was open.

A fortnight later, on 9 July 1948, 987 travelled to the same venue, football again being the reason. Mullingar provided two specials which served all stations to Horseleap. A week later Tullamore was again the venue for a major championship match. A special starting at Enfield carried 562 enthusiasts to this popular ground, with 91 joining at Horseleap at a ticket price of 2s 4d.

In sporting circles it is very unusual to promote similar fixtures that clash in neighbouring stadiums on the same day. However, that did happen on 16 July 1948 when Mullingar was host to a Banagher special provided by Athlone. It catered for 612 followers, with 57 joining at Horseleap. Locomotives involved were 2-4-0 No. 664 and 0-6-0 No. 588. All stations Banagher to Castletown were served.

Turning to temperance, the Clara Pioneer Society, together with abstainers from the immediate vicinity, ran an outing to Galway on 13 July 1952. The empty train ran from Kingsbridge to Streamstown both morning and evening for running-round purposes. Travelling were 472, with 34 joining at Horseleap. The fare was 6s. Details of the motive power are not available.

  In June 1953 sport again featured, a Longford-Tullamore special arriving with 507 followers; 23 joining at Horseleap at a fare of 2s 4d. A major religious gathering in Mullingar during July 1954 led to two specials from Portarlington serving all stations. The first to arrive at its destination carried 560 worshippers; the second 520. Kingsbridge supplied the empty train and Inchicore 0-6-0 locomotives Nos. 260 and 261.

It was the turn of the Irish Railway Record Society to visit the Banagher branch via Horseleap on Saturday 24 July 1954. A party of 35 travelled from Westland Row on the 08:40 Galway passenger to Streamstown, where they joined a special comprising a bogie third brake and composite hauled by 2-4-0 No. 653. After a brief sojourn at Horseleap at Clara we attached the Banagher goods, serving Ferbane and Belmont. Return from Clara was by the 16:20 Athlone-Portarlington, connecting with the 15:00 Cork-Kingsbridge passenger.

 A very interesting run covering two branches occurred on Sunday 1 August 1954 when the destination was Cavan where a major football tournament was to take place. A special left Kingsbridge at 10:30 calling at Tullamore and all stations to Mullingar via Horseleap. On arrival at Mullingar the engine, J4 0-6-0 No. 262, was turned, watered and continued on to Cavan with a local footplate crew of driver M. Purcell and fireman Peter Murphy. On board were 421 sportsmen travelling in five bogies: also attached were two six-wheel vans. On the return journey Horseleap was passed at 20:25.

Messrs Goodbody, Clara, hired a special on Saturday 14 August 1954 to take its staff and friends to Bray. A double-headed train of empty carriages departed Westland Row at 04:50, arriving in Clara at 06:45. It set out on its 64¹/₂-mile journey with 554 trippers on board; 44 joining at Horseleap. Time out and back was according to schedule. The evening return empty carriages from Clara went to Athlone, being required next morning for a football excursion from Loughrea.

Newbridge was the setting for a special from Killucan on Sunday 10 September. An Athlone based J15 0-6-0 No. 613 hauled five bogie carriages, two small thirds (six-wheelers) and two vans carrying 379 fans of which 22 joined at Horseleap at a fare of 7s 3d. Mullingar supplied the empty train, the engine of which after shunting continued on to Inchicore for servicing.

The first instance of diesel traction operating between Streamstown and Clara occurred on 21 August 1955 when a six-piece railcar supplied from Westland Row formed a special to Waterford, serving Castletown and all stations to Clara. Seating capacity was 320 and 279 travelled, including 25 from Horseleap at 9s per head. It is not known whether there was branch or Horseleap platform clearance beforehand.

Local county football teams were not at this time involved in the final stages of championships; in consequence the number of organised or company-run specials showed a marked decline. Five was the figure over the next few years as follows.

On Whit Sunday 10 June 1956, two specials ran to Mullingar. The first set out from Athy, the second from Hazelhatch and both were diesel hauled. On board were 400 and 395 sports fans respectively. Not to be one-sided; in the reverse direction a 12-noon steam special left Mullingar for Tullamore, again using locomotive No. 613 and serving all stations en route. On board were 588 fans in accommodation for 440. On the specific instructions of the Operating Superintendent, as far as possible only six-wheelers were to be the mode of transportation.

The penultimate football special ran from Banagher to Amiens St (Connolly) on Sunday 29 June 1958 and was diesel hauled. All stations to Clara were served. The outward journey was via Portarlington and the return via Horseleap, with 410 travelling. Kingsbridge supplied the train but its composition is not available.

The ultimate sporting special departed Dromod for Tullamore on 28 June 1958 and ran via Horseleap in both outward and return directions. Mullingar provided the empty train, which consisted of six-wheelers and non-compartment stock. A11 was the motive power, and 539 travelled in accommodation designed for 460.

TEMPORARY CLOSURE

On 3 August 1959 CIÉ announced in its Weekly Circular that ETS working on the Horseleap branch would be cancelled from that date until further notice as the line was to be used for stabling of wagons in lots of 20, entering from Clara. They were to be taken away at the Streamstown end by the Engineer’s Department for scrapping at Mullingar. C-class diesels C217 and C210 were seen in June 1960 at Horseleap propelling wagons toward Streamstown on different days. The situation lasted for 20 months, after which the line was reopened to traffic. However, it was seldom used.

LIVESTOCK SPECIALS

During the months between October 1942 and March 1944, Banagher livestock fairs had an average output of 32 wagons. Mullingar always provided a special of empty wagons to leave at 07:30 on each fair morning. A large number of laden wagons were often for stations north of Cavan, where a GNR(I) deadline of 18:00 was mandatory for arranging a forwarding special. By 1950 the fair was served by the branch goods, with a J15 0-6-0 engine supplied by Athlone in place of a 2-4-0 normally used in 1955 and 1956.

I had the pleasure of travelling from Banagher to Mullingar on two occasions on Athlone-based 0-6-0s Nos. 589 and 591. The livestock output was 29 and 26 wagons respectively with approximately half for Derry, Belfast, Tynan and Monaghan. Instead of leaving them in Clara or Athlone for distribution we continued on to Mullingar, where a Cavan special was organised, hauled on both occasions by 0-6-0 No. 574. After servicing both locomotives returned to Clara and Banagher. I very much enjoyed these trips with driver Billy Phelan and fireman Joe Gaynor.

EARLY CLOSURE ATTEMPTS

The first serious attempt to completely close the 7^1/2-mile section was made in September 1934 when a full investigation was ordered as to its viability as a working unit. After several weeks of in-depth discussion it was recommended that the status quo should prevail – two mixed trains each way Clara-Mullingar-Clara. This was surprising, as for the half-year ending June of the same year the working loss was £974. Mounting losses continued; £2,010 and £2,272 in the years 1936 and 1937. However by 1938, 1939 and 1940 such deficits had been reduced to £1,474, £1,102 and £992 respectively.

The second serious attempt at closure took place in June 1954 when an application was made to the Secretary of the Railway Tribunal sitting in Dublin to hear plans to do so. It was agreed by management not to reveal to the Tribunal that it would be used as a working route and as a convenience even in the event of a closure order being obtained, but that no advertised excursions be allowed. At the same time an in-depth analysis as to the branch’s re-opening was undertaken, but by September 1955 no decision had been reached. In April 1956 the Tribunal, pressed for a decision, agreed to closure, though it remained unaware that the branch was being retained as a useful link between Clara and Streamstown.

In his report to the Tribunal the Company’s Chief Engineer presented grounds why the Horseleap branch should not have permission granted to be permanently restored for full running:

It was, I suggest, these comments that led to the Tribunal agreeing to the branch’s demise. However, a date was not finalised there and then.

STATIONS

Streamstown and MP61³/₄ on the Dublin-Galway line was two-way signalled with the down being the through running road. Its cabin of 16 levers was off the up loop platform at the Athlone end. ETS working to Clara was with large staffs with small staffs to Moate and Castletown. Rosters were worked by three signalmen, but prior to the singling of the line in 1928 and for the six weeks in 1963 before closure that number was reduced to two, with the cabin switched out at night. A water column was fed from a tank of 4,750 gallons situated at the Athlone end of the down platform. However, in June 1946 due to its being in need of urgent repairs it was dismantled and not replaced.

A goods store, cattle bank, pens and dock were available on an eight-wagon siding at the Mullingar end. The shortness of livestock loading facilities was manifest on Thursday 14 August 1943 when a cattle and sheep fair at Ballymore, five miles from the station, provided an output of 32 wagons instead of the usual three. Mullingar supplied the special engine which brought extra wagons to cope with the demand. It was used to shunt the fair before its 14:00 departure with its unexpected wagon output. Another feature of Streamstown was its two long sidings each side of the station, each capable of holding 75 wagons. It also catered for Kilbeggan monthly livestock fair, the average output being three wagons October to March up to 1960, and as required thereafter.

Streamstown, where I was a frequent visitor during the mid-’50s, was a fascinating place, particularly on Saturdays when livestock specials from western fairs were making their snail-like journeys to North Wall. On several occasions I observed them puffing and panting with 45 wagons, sometimes less, up a 1:150/100 grade for 4¹/₄ miles towards Castletown. In the down direction the afternoon Westland Row-Galway passenger, hauled by a 2-6-0 Woolwich, would hurtle by ‘snatching’ or on a few occasions using a hand ring. A Galway crew was in charge.

Signalling alterations took place at that well-kept station on 11 June 1957 when the turnout at the Moate end was removed. The Clara line up home was dispensed with along with the down starting signal from the bay platform to the down main. The down island platform on which the station premises were situated was 378 ft. long while the up was 299 ft. in length.

During the ’20s and 30’s Streamstown was a Mecca for athletics and for several years meetings were supported by specials from Broadstone, Killucan and Athlone. In 1934 and 1935, the Broadstone specials carried 502 and 489 passengers respectively. By 1938 athletics had lost their importance and were never revived.

A TRIP ON THE BRANCH

The last fare-paying passenger to travel over the Horseleap branch did so on Monday 18 March 1963 on a special organised by the Irish Railway Record Society with over one hundred enthusiasts participating. A J15-class 0-6-0 No. 151, built in Inchicore in 1868 and withdrawn from service in May 1965, was the motive power; four bogie carriages and van the train composition: Lar Sherlock was the driver and Jack O’Neill the fireman.

It was my pleasure to travel on 151’s footplate and what better way to describe the scheduled 35-minute journey to Clara from a privileged position with an amount of nostalgia tinged with sadness.

On departure from Streamstown with a large type Electric Staff marked Clara Junction, we headed due west parallel to the main Dublin-Athlone line for a quarter of a mile, thence swinging away in a south-westerly direction with a fall of 1:100 and 1:120 to MP62. After a short level section a further fall of 1:125 was noted.

Horseleap was reached at MP64³/₄, where a ten-minute visit was scheduled. On the level it had a loop siding open at both ends. A goods store in a derelict state catered for one wagon and nearby was a 1¹/₂ ton hand crane, decommissioned on 4 December 1956. Beet loading had ceased after the 1956/7 campaign and both loop turnouts were taken out of use in August 1957.

In 1947 haltkeeper Dick Kenny had been transferred to Leixlip following the Board’s decision not to re-open the branch to a regular timetable. As a replacement was not contemplated in the foreseeable future the station building, a two-storey structure, was an open invitation to the vandals and this was duly availed of. The two stop signals on a single pole in the centre of the platform, common for small halts, were taken out of use in September 1942.

As we continued our journey to Clara another short fall of 1:100 to MP65 was noted and from there to MP67 sharp falls of 1:120 and 1:130 preceded a run with a rise of 1:130 for 1¹/₄ miles to MP68. Clara Junction at MP69¹/₄ was easily reached by a fall of 1:120 for over 1¹/₄ miles.

Water was taken from the seldom-used Midland column and after a short stoppage the return was made tender foremost to Streamstown where 151 ran round its train and resumed its journey to Athlone.

Before departure from Clara there was time to note a long siding at the west end of the station where on many occasions specials of coke and jute were discharged for Messrs Goodbody. At the back of the signalbox there were sidings for Odlums flour mill, a cattle bank and goods store. Up to the closure of the Tuam beet factory in 1984 six wagons of sugar beet were forwarded by the Banagher beet special each evening during the campaign.

Clara station (GS&WR) had only one platform of 120 ft. on the up side, but this has since been lengthened to the now standard of 174 metres. In 1976 there were eight station personnel. In 2006 that number is reduced to two.

INCIDENT

Two very reliable sources told me about the incident which occurred at Streamstown on a Friday in September 1953, neither informant having knowledge of the other. A North Wall-Athlone overload special had 65 wagons – 50 laden goods wagons and 15 empty cattle wagons – and a van. The locomotive was Woolwich 2-6-0 No. 383 and was running well. It was due to cross a shipping special of stock at Castletown which was making a run for a boat connection at North Wall. It was to cross the up Galway day mail there as well. Castletown down home signal was at danger as it approached. Approximately ten minutes later the stock special was seen going into the loop. When the overload pulled into Castletown the driver learned that the stock special had a hot box on a wagon three from the guard’s van. After a short discussion between the signalmen at Castletown and Streamstown it was decided to let on the down special to Streamstown and to cross the up mail there.

The fall from Castletown to Streamstown was 1:105/150 for 4¹/₄ miles. At normal speed it was estimated that a tight crossing would occur. This move was necessary as a double-crossing with the day mail was found to be impractical due to detaching and shunting the wagon with the hot box: a delay of some considerable time was envisaged. The mail actually passed the stock special one hour later at Castletown.

When the overload was barely past the Castletown up distant it was obvious, despite a full brake application including that of the van that it was not going to stop at the Streamstown down home signal, which was at danger. The Galway mail duly arrived and stopped at Streamstown home signal. The rule is that on single lines two approaching trains have to be brought to a stop at their respective home signals before being allowed in order of priority to be brought into the station. For some reason the overload goods was judged to be in the loop for a few minutes and the road was cleared to allow the passenger to run through Streamstown.

The latter’s signalman, on hearing the repetitive whistling of 383, realised he was dealing with a runaway situation with potentially disastrous consequences. He reversed the loop road points and made the road for the Horseleap branch. The entire overload made its way fairly briskly, passing the down island platform and the up mail, coming to a stop approximately a half-mile into the branch. When the mail departed for Castletown, albeit at a very slow speed, 383 was able to reverse by pushing its load back onto the mainline and continue to Athlone.

LOCAL REGULATIONS

There were no restrictions in crossing at Streamstown but there were at Castletown, where there was a severe falling gradient to the long siding at the Mullingar end. In the case of a heavily laden goods having to reverse into this siding it was obligatory for the guard to travel in the van to give brake assistance to the driver. On a few occasions the sidings stop-block was uprooted. Streamstown, on the other hand, was signalled for a four-train crossing, yet as far as possible heavy Dublin-bound goods and livestock specials were given a through road due to the acute gradients to Castletown.

The propelling of ballast trains between Castletown and Streamstown was prohibited. The latter, a rural halt, was not served by any of the Galway-Dublin passenger services up to 1947 as the Clara-Mullingar local stopped. When the local was discontinued some through services were provided, but the numbers availing of these facilities were very small.

CLOSURE

Streamstown, a well-kept station, was closed to all traffic on 19 May 1963. Its last fare-paying passengers numbered 18, joining a Portarlington-Mullingar via Athlone football special on Sunday 5 May 1963 at a fare of 4s. The last crossing of two passenger trains took place at 11:05 on 9 June. A Galway-Amiens St football special and a Wexford-Claremorris pilgrimage train were involved.  

Streamstown station died on Saturday 22 June 1963 when Electric Train Staff working with Moate to the west and Castletown to the east was withdrawn. On that day all points were disconnected, spiked for through running and removed two weeks later. Signal arms and ground disks were brought to Mullingar. The new section became Castletown-Moate.

As of the present time the other station that had connections to the Horseleap branch is Clara, thankfully in operation albeit for passenger traffic only. Lifting of the branch commenced in August 1964, but so many of the sleepers were in such a bad state that they were not salvaged. The bridge over the main Athlone-Dublin road, advertising a well-known tyre, was in position up to 1968 when it was demolished for road widening.

On a recent visit to the once busy Mullingar-Athlone section I found it hard to locate the track due to its being practically invisible owing to heavy vegetation growth.

Copyright © 2008 by Irish Railway Record Society Limited
Revised: January 04, 2016 .