hassard

Always like these threads. I've been to Foynes, Castlemungret (and Killmastulla siding if that counts), Youghal, Mullingar - Athlone (last time behind No. 4 doing a storming running around 70mph), Athenry -Tuam and of course Waterford to Rosslare Strand. I did ride the now doomed Tralee Blennerville steam railway. I've also been to Navan by train. I probably could have gone to Ballinacourty by train, if I was aware of the existence of the IRRS as I probably would have been allowed to go on the farewell train. I should have gone to Kingscourt, New Ross and Tuam - Claremorris. In my imagination, I've travelled many closed lines, but it would be nice to borrow the Tardis to do a few in reality! My biggest regret, is that I never did the North Kerry from Ballingranne to Tralee, I remember trains shunting in Rathkeale but was only 6 by the time it closed, and I was still too young to do the weed spray, though I did walk a good bit of it when the rails were still intact.

A couple of what if's I have been pondering over. If the 1958 Transport act had put a requirement for CIE to keep the permanent way intact for a minimum of 5 or 10 years before it could dispose, lift and abandon a closed line would it have changed anything? Perhaps the Harcourt Street line might have reopened in some form, if the 10 year rule was in operation. Maybe Mallow to Waterford would have reopened for freight to Ballinacourty but would it have survived beyond 1982? Might CIE have reconsidered some of the lines it shut between 1958 and 67, such as part of the West Cork stay open for freight (Cork to Clonakilty)? Knowing it was still liable for lines for a further 5 or 10 years? (imagine what sort of weedspray campaign might have happened in the late 1960's). If the West Cork traders association court case to prevent the closure of the West Cork system had gone ahead and succeeded would it have survived beyond 1975? If anyone has read Colm Creddons history of CBSCR, there were a number of local attempts to persuade CIE to reopen the line as far as Bandon for freight post its closure which was fiercely resisted by CIE. Also, I recently reread Patrick O’Sullivans excellent two part history “The Farranfore to Valencia Harbour Railway”. He notes that when closure was announced the branch as far as Killorgan was reported to be profitable, as outlined in, Volume 2. If CIE had agreed to leave it open for freight might it have survived the 63 cull survived into 1970s? Another interesting ponder-able, if the proposed extension to Waterville had been built, might it have made the line more economical and could it have lasted longer (I suspect not). I think the reality is not much would have changed. There might have been and argument to retain the MGWR Cavan Branch and integrate the remains of GNR from Cavan to Monaghan and operate it as one long branch line. But in reality it had too many level crossings on the MGWR line, coupled with the dire economic situation of the late 1950’s probably preclude any forward thinking as the future was road transport. Some thoughts for a Easter Tuesday afternoon….