Cork, Blackrock and Passage Railway

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Coordinates: 51°53′50″N 8°27′46″W / 51.8973°N 8.4627°W / 51.8973; -8.4627
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Cork, Blackrock and Passage Railway
Overview
Termini
  • Cork City
  • Crosshaven
History
Closed10 September 1932 (1932-09-10)
Technical
Line length17.5 mi (28.2 km)
Track gauge3 ft (914 mm)
Old gauge5 ft 3 in (1,600 mm) Irish gauge
Route map

Legend
 Patrick Bridge
Cork Albert Street
Show Ground Halt
Blackrock
Douglas Viaduct
Rochestown
Passage
Glenbrook
Monkstown
Rafeen
Carrigaline
Carrigaline Viaduct
Crosshaven Viaduct
Crosshaven

The Cork, Blackrock and Passage Railway (CB&PR) was a 3 ft (914 mm) narrow gauge railway in County Cork, Ireland. It was originally opened in 1850 as a 5 ft 3 in (1,600 mm) railway between Cork and Passage West, but was converted to 3 ft (914 mm) gauge in 1902.[1] An extension southwards from Passage West to Crosshaven opened in 1904. The railway closed in 1932 and has since been replaced by a public pathway and nature area.

History

Background

By the early 1830s century Cork City had become a prosperous port. Paddle steamers were operating out of Cork City to a number of locations in Cork Harbour including resorts such as Cove (later known as Queenstown and now Cobh). A line from Cork City to Passage was seen as a business opportunity that could exploit a shorter travel time to the steamboat destinations around Cork Harbour as well as providing important communications to the boatbuilding shipyard at Passage. Some also felt at that time there might be potential for exploiting exploiting Passage as a transatlantic port. Following a variety of earlier schemes an Act of Parliament was passed on 16 July 1846 authorising construction of the railway to Passage.[2]

Broad gauge operations

The initial, northern section of the line was 6 miles 49 chains (10.6 km) long and ran from the Cork terminus at City Park some 12 minutes walk from Patrick Bridge to the eastern terminus alongside the steamboat pier at Passage West.[3] A trial run was completed in May 1850 and the railway opened on Saturday 10 June 1850 to large patronage for the opening weekend with trains packed to capacity and 6,000 passengers transported on the Sunday.[4]

Three small Sharp Brothers 2-2-2WT steam locomotives operated the line.[4] The passenger stock was about a dozen coaches comprising a mixture of first, second and third classes.[5]

The CB&PR directors decided that with increasing patronage to Cove, now renamed Queenstown, the wished to operate their own Steamship to connect with trains. As the CB&PR did not have power to operate boats a private company was formed and a vessel, the 'PS Queen, was chartered from the River Steamboat Company. A price war subsequently ensured with other ferry operators however the enterprise expanded and by 1855 was operating four paddle steamers of between 56 and 11 tons.[6]

After the Cork and Youghal Railway opened its branch to Queenstown on 10 March 1862 the competition from the direct route forced the CB&PR to reduce its combined rail/steam fares.[7]

The Cork Terminus was relocated to Albert Park in 1873, nearer the city centre and closer to the Albert Quay station of the Cork, Bandon and South Coast Railway, the move being subsidised as the City Quay site was needed for development of the docks.[8]

A parliamentary act of 1881 included a provision for the CB&PR to operate steamboats, and those from the subsidiary company were taken into direct ownership. The steamers were expensive to operate but provided essentially feeder traffic to the railway.[9] The rival Citizen River Steamer Company was unable to meet liabilities in January 1890 and was wound up, the CB&PR acquiring the vessels for £1405 2s. 3d. and thereby eliminating that source of competition.[10]

The CB&PR remained relatively profitable compared to most railways in the 1880s, though there began to be decrease in passengers, arrested by switching steam services to a one penny pier to pier rate.[11] The company was late to introduce a one-zone fare system in 1891.[12]

Extension and narrow gauge conversion

The latter part of the nineteenth century had seen considerations given to extending the CP&BR to eliminate some steamship journeys and with the aim of creating greater residential development and commuter traffic. In a Parliamentary Act of 7 August 1896 the CB&PR obtained permission for a 9 miles 64 chains (15.8 km) extension from Passage to Crosshaven. It was calculated building the extension as narrow gauge would save money, and it was decided to convert the original railway to narrow gauge at the same time. An opportunity was lost in not using the provisions of the earlier Light Railway Acts which would have been cheaper. [13] In the event construction difficulties and time overruns occurred particularly with the 1,500 feet (460 m) tunnel just north of Passage, the final cost being accounted as £200,093.[14]

While extension was under construction the CB&PR's own staff converted the existing line to Passage by laying a third rail, the line closing on 29 October 1900 for the switch from broad to narrow gauge.[15] The section between Cork and Blackrock was also converted to double track at the same time,[16] unique on an Irish narrow gauge railway.[8] The southern extension from Passage West to Monkstown opened on 1 August 1902 with Carrigaline being open from 03 June 1903.[17] The final section to Crosshaven opened on 1 June 1904 including a viaduct over the River Owenabue and a four-span 300 feet (91 m) lattice bridge at Crosshaven.[18]

Rolling stock for the line consisted of four new narrow gauge locomotives by Neilson Reid in Glasgow and a number of bogie coaches. For the first time the CB&PR showed an interest in frieght with a number of open wagons, vans and cattle trucks being purchased also.[19]

The building of the extension occurred concurrently with serious competition from the Cork Electric Tramways and Lighting Company line operating to Balliatemple and then Blackrock having a negative effect on the commuter traffic in that area.[20]

The CB&PR achieved a net profit of £8,859 on receipts of £23,341 in 1904—5, with summer tourist traffic being very significant though the overall financial position remained strained by loans and Debenture Stock. Despite losses from steamer services which where noneless useful for feeder services the CP&BR's operation was financially manageble through to the start of World War I in 1914.[21]

War years

The company's fortunes started to seriously deteriorate in 1914 due to disruption caused by conflict.[citation needed] This compounded the difficulties caused by competition from the electric trams.

World War I

The line ran close to several naval installations, including at Haulbowline. Crosshaven station was closed on security grounds, heavily curtailing revenue.[citation needed] In 1917, the government took over control of all railways in Ireland for the remainder of the World War I.

Irish Civil War

The railway suffered extensive damage during the Irish Civil War of 1922–1923. The workshops at Passage were damaged. The viaduct at Douglas was partly destroyed and was initially replaced by a wooden structure built by the Railway Repair and Maintenance Corps of the newly formed Irish Army.[22]

Final years

In 1924, the company was incorporated into the Great Southern Railway. As an economy measure, the double track section of the railway was singled in 1927. Competition from motor buses started to become intense (and the Cork tramways were also affected, closing in 1931).

The section between Monkstown and Crosshaven closed on 31 May 1932, with the remainder of the railway closing on 10 September 1932.[1] Upon closure the line's steam locomotives were transferred to the Cavan and Leitrim Railway.[23]

Route

The path in 2012

The railway operated along the west bank of the River Lee and Cork Harbour from Cork to Blackrock and Passage West. Thereafter the 1904 extension headed inland towards Carrigaline before running alongside the south bank of the Owenabue River to Crosshaven.

Stations were :

Rolling stock

CB&PR Locomotives[24][25]
No. Introduced As orginally built Builder Maker No. Gauge Rebuilds (CB&PR No - C&L number) Refers to C&L when later than 1932 Notes
1 1850 2-2-2WT Sharp Brothers 655 5' 3" 1900
2 1850 2-2-2WT Sharp Brothers 656 5' 3" 1900 Rebuilt as 2-2-2ST
3 1850 2-2-2WT Sharp Brothers 662 5' 3" 1900
4 1900 2-4-2T Neilson 3' 0" 5561 4p 10L 1959
5 1900 2-4-2T Neilson 3' 0" 5562 5p 11L 1936
6 1900 2-4-2T Neilson 3' 0" 5563 6p 12L 1959
7 1900 2-4-2T Neilson 3' 0" 5564 7p 13L 1954

Later development

Pedestrian bridge (known as the "black bridge") at the Rochestown end of the path

Since the closing of the railway, the line has been paved over to serve as a recreational walkway, with lighting and benches put in place. Two bridges were put in place along the Rochestown area of the path for pedestrians. The Albert Road station building has survived. It was, for many years, occupied by Metal Products Ltd. who operated a factory producing nuts, bolts and other metal components. It was later occupied by Carey's tool hire company. The section of former rail between Albert Road and the Atlantic pond has been mostly removed. From the Atlantic Pond to Rochestown a paved footpath follows the route of the rail line. The rest of the walkway to Passage consists of a gravel walkway that follows the river. There is evidence of the rail line between Passage and Monkstown, then onto Carrigaline. From the eastern edge of Carrigaline town the walkway continues to the outskirts of Crosshaven.

Other remains of the original rail line are visible at Blackrock (where the signal house and platform are still intact). The bridge over the Douglas estuary, between Blackrock and Rochestown is still standing, although it had fallen into disrepair until the late 1990s when extensive repair work was completed. The remains of the Rochestown platform can be seen from the Rochestown road, opposite the pub "The Rochestown Inn". At various points on the route from Passage to Monkstown and Carrigaline, smaller bridges, old water towers and tunnels are visible. Along the length of walkway from Carrigaline, signal lights for the trains have been restored and line the Owenabue River to Crosshaven.

Work began in May 2017 to improve the path that connected to the Marina Park, as well as the park itself.[26] From the pedestrian bridge over the South Ring Road just past the Rochestown area to the park, construction has taked place to improve the surface of the path, maintain the trees along the path, and install new walkways down from footpaths above.[citation needed]

See also

References

Notes

Footnotes

  1. ^ a b Jenkins & Newham, p. 5.
  2. ^ Jenkins & Newham, p. 7.
  3. ^ Jenkins & Newham, pp. 5, 14–15.
  4. ^ a b Jenkins & Newham, p. 14.
  5. ^ Jenkins & Newham, p. 16.
  6. ^ Jenkins & Newham, pp. 19–20.
  7. ^ Jenkins & Newham, pp. 19–22.
  8. ^ a b Mulligan (1990), p. 149.
  9. ^ Jenkins & Newham, pp. 28–29.
  10. ^ Jenkins & Newham, p. 32.
  11. ^ Jenkins & Newham, p. 29.
  12. ^ Pendleton (1894), pp. 177–178.
  13. ^ Jenkins & Newham, pp. 28–29, 35–36, 39–40.
  14. ^ Jenkins & Newham, p. 43, 49.
  15. ^ Jenkins & Newham, p. 44.
  16. ^ Jenkins & Newham.
  17. ^ Jenkins & Newham, pp. 46–49.
  18. ^ Jenkins & Newham, pp. 43, 46–49.
  19. ^ Jenkins & Newham, p. 51—52, 100.
  20. ^ Jenkins & Newham, pp. 43–44.
  21. ^ Jenkins & Newham, pp. 52–56.
  22. ^ Jenkins & Newham, p. 89.
  23. ^ Jenkins & Newham, p. 100.
  24. ^ Jenkins & Newham, pp. 16–17, 100.
  25. ^ Clements & McMahon (2008), p. 214.
  26. ^ "Work begins on Cork's new Marina Park". echo live. 29 May 2017.

Sources

Further reading

Wikimedia Commons has media related to Cork, Blackrock & Passage Railway.
  • Creedon, Colm (1992). The Cork Blackrock & Passage Railway and River Steamers 1850 - 1932.

51°53′50″N 8°27′46″W / 51.8973°N 8.4627°W / 51.8973; -8.4627

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