Misplaced Pages

#153846

38-601: Cork, Bandon and South Coast Railway (CB&SCR), was an Irish gauge ( 1,600 mm ( 5 ft 3 in )) railway in Ireland. It opened in 1849 as the Cork and Bandon Railway (C&BR), changed its name to Cork Bandon and South Coast Railway in 1888 and became part of the Great Southern Railway (GSR) in 1924. The CB&SCR served the south coast of County Cork between Cork and Bantry . It had

76-477: A deck of iron plates. These in turn supported the permanent way. The viaduct is 91 feet (28 m) high, has four 110 feet (34 m) spans, each span composed of four cast iron arched ribs, carried on masonry piers 20 feet (6 m) thick and 30 feet (9 m) wide. The overall span between end abutments is 500 feet (150 m). The structure was seriously damaged in the Irish Civil War in 1922, but

114-527: A draft bill was submitted to the company's board. The draft would give the C&;BR powers to construct a 1 mile 41 chains (2.4 km) line to avoid Gogginshill Tunnel, at an estimated cost of £10,702. Other powers to be granted included a connecting line to the Cork, Blackrock and Passage Railway , extensions to Cork's quays, and closure of the Gas Works level crossing. Cork Corporation objected to

152-510: A reduction in journey time of 38 minutes. Railcars and the 550 hp C-Class diesel locomotives had replaced steam on all but a freight service to Courtmacsherry by July 1957. The large A class locomotives were used on 2 trial runs, one going to Skibbereen and another going to Clonakilty . On the right is the Cork to Bantry passenger timetable that was operational from 1948 until the closure in 1961. A few points may be noted from it: Following

190-630: A route length of 94 miles (151 km), all of it single track. Many road car routes connected with the line, including the route from Bantry to Killarney . Following absorption into the GSR and the network could be referred to as the West Cork Railways or variations thereof, this also encompassing the former previously independent Cork and Macroom Direct Railway and the Timoleague and Courtmacsherry Railway . The Cork and Bandon Railway

228-473: Is 122 meters in length and located less than 1 km west of Inishannon, just before the River Bandon crossing. Passenger services on the C&BR and CB&SCR were of low frequency with most routes seeing up to a handful of trains each way a most, with connections being of poor quality at times. Regular diesel railcar operations began on the Cork to Bantry service from 28 May 1954 and permitted

266-473: Is also a 5 ft 2 in ( 1,575 mm ) gauge. See: Track gauge in Ireland . Before the advent of diesel and electric traction, one of the advantages of the broader 5 ft 3 in ( 1,600 mm ) Irish gauge compared to 4 ft  8 + 1 ⁄ 2  in ( 1,435 mm ) was that more space between steam locomotive frames allows for a bigger firebox, enabling generation of more steam. 44 %26 45 Vict. Note that

304-474: The 0-6-2ST design of 1900 being the only instance of steam locomotives supplied from America to Ireland. The locomotives and carriages were various shades of olive green often with yellow lining. Irish gauge Railways with a track gauge of 5 ft 3 in ( 1,600 mm ) fall within the category of broad gauge railways . As of 2022 , they were extant in Australia , Brazil and on

342-980: The Board of Trade (with the advice of engineers Charles Pasley and George Stephenson ) introduced the gauge as a compromise. The Railway Regulation (Gauge) Act 1846 was passed to formalise the gauge used on the island of Ireland to 5 feet 3 inches (1600mm). As of 2013 the network totals over 2,730 km or 1,696 mi, 2,400 km or 1,491 mi in the Republic of Ireland and 330 km or 205 mi in Northern Ireland . Fun'Ambule Funicular in Neuchâtel, 330 m long, opened 27 April 2001. The Pennsylvania trolley gauges of 5 ft  2 + 1 ⁄ 2  in ( 1,588 mm ) and 5 ft  2 + 1 ⁄ 4  in ( 1,581 mm ) are similar to this gauge, but incompatible. There

380-672: The Great Southern Railway in 1924. It then amalgamated with the Dublin and South Eastern Railway to form the Great Southern Railways in 1925, absorbing the smaller railways within the Irish Free State . An early action of the new combined management was to re-instate the connection between the former CB&SCR and C&MDR railways so the line from Macroom could use the terminus at Cork Albert Quay to achieve some operating economies. Due to mounting losses

418-678: The North East line, Victoria and the 125 km (77.7 mi) long Oaklands railway line , which runs into New South Wales from Victoria, were converted to standard gauge in 2008–2010. The Mildura and Murrayville railway lines were converted to standard gauge in 2018. Lines connecting the states of Rio de Janeiro , São Paulo and Minas Gerais ; E.F.Carajás in Pará and Maranhão states, and Ferronorte in Mato Grosso and Mato Grosso do Sul states. Used in older Metro systems. Although

SECTION 10

#1732788129154

456-592: The island of Ireland . Currently, the suburban rail networks in Adelaide , Melbourne , and most regional lines in Victoria (including some that cross the border into New South Wales ) use 5 ft 3 in ( 1,600 mm ). The 828 km (514.5 mi) long Melbourne–Adelaide rail corridor linking South Australia and Victoria, and some associated branch lines, was converted to standard gauge in 1995. The final 200 km (124.3 mi) section of

494-605: The metre gauge network is almost five times longer, Irish gauge is considered the standard by ABNT . The current network is 4,057 km or 2,521 mi, 15% of the total Brazilian network. Following proposed projects of the Ulster Railway and Dublin and Drogheda Railway companies (using 6 ft 2 in ( 1,880 mm ) and 5 ft 2 in ( 1,575 mm ), respectively), and existing issues of competing gauges in Great Britain, in 1843

532-628: The 1924 grouping the Great Southern Railway inherited 20 locomotives CB&SCR. At some point the CB&;SCR was recorded as having 68 coaching vehicles and 455 goods vehicles. Over 40 steam locomotives were used by the C&BR/CB&SCR, mostly of the tank variety though some early examples had tenders . The most notable are generally considered to be the 4-6-0T Bandon Tanks build by Beyer, Peacock & Company between 1908 and 1920. Also of note are two Baldwin locomotives ,

570-594: The Bantry Extension Railway, through to the pier at Bantry Bay, the CB&SCR again leasing the line. Direct passenger services onto the pier were introduced in 1908 to connect with Bantry Bay steamers . These services ceased in 1936 and the pier was dismantled in 1949. An 8 miles (13 km) extension from Skibbereen to Baltimore by the Baltimore Extension Railway was operated by the CB&SCR from May 1893. Baltimore

608-551: The C&BR being in favour of such an extension but without the ability to raise the capital itself. The WCR opened the 17 + 3 ⁄ 4 miles (28.6 km) section from Bandon to Dunmanway in June 1866 and operated the section itself hiring in rolling stock and locomotives from elsewhere. There were ongoing tensions between the WCR and C&BR especially at Bandon with independent stations and goods transfer disputes. The WCR itself

646-399: The C&BR from the outset. The 11 miles (18 km) branch left the main line some 13 miles (21 km) from Cork at a station simply called Junction and was notable for some long 1 in 76 and 1 in 80 gradients. The C&BR completed purchase of the line from the C&KJR on 1 January 1880. The West Cork Railway (WCR) was formed with the intention of extending the line to Skibbereen ,

684-511: The CB&SCR rolling stock and was situated at the south end of the site encompassing the Cork Albert Quay terminus complex. The works built a single locomotive, the 4-4-0T CB&SCR No. 7/GSR No. 478 in 1901 that was composed mostly of parts salvaged from other locomotives. On amalgamation to the GSR in 1925 major repair work was transferred to Inchicore with Rocksavage being used for light repairs. The Chetwynd Viaduct carried

722-578: The Kinsale branch was closed on 31 August 1931. A parliamentary question asked in February 1934 sought to prevent the line from being lifted, but the relevant minister lacked the power to do so. The line was fully lifted that summer. The junction station remained open, being renamed Crossbarry in October 1936. The GSR was consolidated into Córas Iompair Éireann in 1945. CIÉ introduced AEC railcars to

760-731: The Parliament of Ireland . For acts of the devolved parliaments and assemblies in the United Kingdom, see the list of acts of the Scottish Parliament , the list of acts of the Northern Ireland Assembly , and the list of acts and measures of Senedd Cymru ; see also the list of acts of the Parliament of Northern Ireland . The number shown after each act's title is its chapter number. Acts passed before 1963 are cited using this number, preceded by

798-406: The WCR in October 1882. 12 May 1866 saw the opening of the independently operated Cork and Macroom Direct Railway (C&MDR) which initially used the Cork Albert Quay terminus before almost immediately branching off on a 24 miles (39 km) line to Macroom . Toll charges and sharing difficulties led to C&MDR to use its own newly built terminus at Cork Capwell from 27 September 1879 with

SECTION 20

#1732788129154

836-530: The connection C&BR severed soon thereafter. The IVR completed an 11 miles (18 km) branch from Drimoleague to Bantry which it leased to the C&BR to operate from 1 July 1881. In 1886 Skibbereen became an interchange with the 914 mm ( 3 ft ) narrow gauge Schull and Skibbereen Railway . The Clonakilty Extension Railway (from Clonakilty Junction), 9 miles (14 km), authorised by Clonakilty Extension Railway Act 1881 ( 44 & 45 Vict. c. ccxvi), opened on 24 August 1886 and

874-418: The first parliament of the United Kingdom was held in 1801; parliaments between 1707 and 1800 were either parliaments of Great Britain or of Ireland ). For acts passed up until 1707, see the list of acts of the Parliament of England and the list of acts of the Parliament of Scotland . For acts passed from 1707 to 1800, see the list of acts of the Parliament of Great Britain . See also the list of acts of

912-577: The last session of the Parliament of Great Britain and the first session of the Parliament of the United Kingdom are both cited as "41 Geo. 3". Acts passed from 1963 onwards are simply cited by calendar year and chapter number. All modern acts have a short title , e.g. the Local Government Act 2003. Some earlier acts also have a short title given to them by later acts, such as by the Short Titles Act 1896 . The second session of

950-712: The line over a valley and the main Bandon road (now the N71 ) between the townlands of Chetwynd and Rochfordstown about 2 miles (3 km) southwest of Cork city. It was designed by Charles Nixon (a former pupil of I.K. Brunel ), and built between 1849 and 1851 by Fox, Henderson and Co , which also built the Crystal Palace in London. The 100 feet (30 m) cast iron ribs were cast on site. When in situ they had transverse diagonal bracing and lattice spandrels that supported

988-530: The line was never built. The Timoleague and Courtmacsherry Railway opened and operated as a 9 miles (14 km) independent branch from Ballinascarthy on the Clonakilty branch with stations at Skeaf , Timoleague and terminated at the seaside village at Courtmacsherry . 22 October 1892 saw the opening of an extension of the Bantry branch by 1 + 1 ⁄ 4 miles (2.0 km) by another company,

1026-662: The line. A report published by a local pressure group in 2022 suggested that the railway in West Cork could feasibly return. This suggestion was rejected by Minister for Transport Eamon Ryan . The system was completely built as single track with passing facilities provided at most stations. As a condition of loans from the Board of Works some infrastructure on the main line was built to accommodate later conversion to double track, this had implications for costs particularly at Gogginshill Tunnel . The Rocksavage works and yard serviced

1064-465: The quay line and level crossing closure, and the connection to the Cork, Blackrock and Passage was defeated. The Cork, Bandon and South Coast Railway Act 1888 ( 51 & 52 Vict. c. lxxxvii) passed on 5 July, changing the name of the C&BR to the Cork Bandon and South Coast Railway (CB&SCR). Powers to build the line avoiding Gogginshill Tunnel were granted in this act of Parliament, but

1102-503: The railway in 1954. Due to economic problems, competition from road traffic and falling passenger numbers, the line closed on 1 April 1961. The planned closure of the railway network met with strong local opposition, including the establishment of the West Cork Railways Association. At a meeting of Cork County Council's Southern Committee on 3 October 1960, councillors were very critical of CIÉ's running of

1140-433: The tunnel is lined with brick, which was added between 1889 and 1890 after some minor collapses of the rock face. It is the longest abandoned railway tunnel within the Republic of Ireland , measuring 906 yards (828 metres) end to end. The Viaduct is located at Halfway, between Innishannon and Ballinhassig, c.30m above the valley floor. It is a three arch viaduct of masonry construction. The Kilpatrick (Innishannon) tunnel

1178-496: The year(s) of the reign during which the relevant parliamentary session was held; thus the Union with Ireland Act 1800 is cited as "39 & 40 Geo. 3 c. 67", meaning the 67th act passed during the session that started in the 39th year of the reign of George III and which finished in the 40th year of that reign. Note that the modern convention is to use Arabic numerals in citations (thus "41 Geo. 3" rather than "41 Geo. III"). Acts of

Cork, Bandon and South Coast Railway - Misplaced Pages Continue

1216-638: Was a port on the southernmost extent of Ireland and increased the length of the CB&SCR to 61 + 1 ⁄ 4 miles (98.6 km). 1 January 1912 saw Cork City Railways creating a connection between the CB&SCR and the rest of the Irish rail network by running a road tramway across the road bridges over the River Lee from immediately before Cork Albert Quay across to the Great Southern and Western Railway at Glanmire Road . The CB&SCR

1254-409: Was financially challenged after by building the Bandon to Cork section which had some costly overruns and future extensions to the network were undertaken by independent companies some of which operated their own services for a number years. The Cork and Kinsale Junction Railway (C&KJR) company built the first extension to the railway to the port of Kinsale which opened in 1863 and was operated by

1292-469: Was formed by the Cork and Bandon Railway Act 1845 ( 8 & 9 Vict. c. cxxii) and began operations on the 6 + 3 ⁄ 4 miles (10.9 km) from Bandon to Ballinhassig from 1 August 1849, 25 seat horse omnibuses being used for transfers to and from Cork City. The 13 + 1 ⁄ 2 miles (21.7 km) section from Ballinhassig to Cork opened to public services on 1 December 1851. The C&BR

1330-495: Was operated by the C&BR. A 0.5 miles (800 m) long siding for a flour mill owned by the Bennett family at Shannonvale about 2 miles (3 km) north of Clonakilty was notable for being horse-operated. The siding was created in 1887 and extended to the mill shortly thereafter and remained horse operated until closure in 1961. Horse traction was used uphill, and trains were worked by gravity downhill. On 21 September 1887

1368-509: Was subject to various damaging incidents during the 1922—1923 Irish Civil War , the most damaging to the railway being the partial destruction of the Chetwynd Viaduct on 9 August 1922. Passenger services were restored between Cork and Bandon on 20 February 1923, with full service across the network being restored on 23 May. The CB&SCR, Great Southern and Western Railway , and Midland Great Western Railway were amalgamated into

1406-569: Was subsequently repaired. It was in regular use until the line was closed in 1961, though "recovery" trains continued to use it during the dismantling of the line until at least 1965. The bulk of the decking was in place as late as 1970, other than at the ends, but this was all subsequently removed for safety reasons. The Gogginshill Tunnel near Ballinhassig in County Cork, was constructed between February 1850 and December 1851 by 300 men working day and night. There are three ventilation shafts and

1444-563: Was unable to resource the building of the 16 miles (26 km) Dunmanway to Skibbereen section which was completed by the Ilen Valley Railway (IVR) opening in 1877. Following arbitration, the section was worked by the WCR. The operating situation agreed to was resolved on 1 January 1880 by running the network under a single operational management, the C&BR leasing the IVR until absorbing it in 1909 whilst concluding terms to absorb

#153846