Английская Википедия:Farranfore–Valentia Harbour line

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Шаблон:Short description Шаблон:Use dmy dates Шаблон:Use Hiberno-English Шаблон:Infobox rail line

The Farranfore–Valentia Harbour lineШаблон:Efn was a Шаблон:Convert long single-track broad gauge railway line that operated from 1892 to 1960 along Dingle Bay's southern shore in Ireland. It was the most westerly railway in Europe.Шаблон:Citation neededШаблон:Efn

History

A plan to extend the 1834 Dublin and Kingstown Railway to Valentia Harbour by that railway's engineer, Charles Blacker Vignoles, for the establishment of a transatlantic port, was to prove too ambitious and came to nothing.Шаблон:Sfn The Great Southern and Western Railway Company (GS&WR) had opened its Шаблон:Rws to Шаблон:Rws section in 1859,Шаблон:Sfn and in 1871 the independent Killorgan Railway company was formed to construct a line from the GS&WR Шаблон:Rws station but in the event was unable to raise the finance.Шаблон:Sfn

The GS&WR was to acquire that authority to build he line in 1880,Шаблон:Sfn and opened the Шаблон:Convert rail link between Farranfore and Iveragh Road in Killorglin with the Irish gauge of Шаблон:Track gauge on 15 January 1885. The line was extended by Шаблон:Convert to Valentia Harbour commencing in 1890 and formally opened on 12 September 1893.[1]Шаблон:Sfn The branch line left the Mallow–Tralee line at Farranfore and headed west through some of Ireland's most spectacular scenery as it climbed through County Kerry's mountainous countryside, along Dingle Bay's southern shore.Шаблон:Sfn It served as the main transport system for the Iveragh Peninsula for 75 years. The last train departed Killorglin on 30 January 1960, and the line was closed on 1 February 1960.Шаблон:SfnШаблон:Sfn

The Laune Viaduct in Killorglin, two tunnels and the Gleensk Viaduct are still standing.[2][3] Most of its other buildings have been demolished and their sites were used for other purposes.[1]Шаблон:Sfn It was announced in June 2013 that the section of the disused and disassembled railway linking Cahirciveen to Reenard would be signed over by Irish Rail's parent company, CIÉ to Kerry County Council for building the Шаблон:Convert Fertha greenway, a combined walking and cycling path which features on Lonely Planet's best things to do in time.[4]

Route

Файл:Farranfore to Valencia Harbour Railway.jpg
Farranfore to Valentia Harbour line

The station at Шаблон:Rws is orientated on an approximately north–south direction, with the down platform to Шаблон:Rws to the west and the up platform to Шаблон:Rws and Dublin to the east. There was a bay platform at the southern end of the down used by trains to and from Шаблон:Rws which branched away to the south west.Шаблон:Sfn The Шаблон:Convert section to Шаблон:Rws was essentially flat,.Шаблон:Sfn It had an intermediate stations at Шаблон:Rws, Шаблон:Rws and Шаблон:Rws with the Laune Viaduct just before Killorglin; Шаблон:Convert maximum speed permitted from Molahiffe.Шаблон:Sfn

The Шаблон:Convert extension ran to Шаблон:Rws where a ferry was available to Valentia Island.Шаблон:Sfn The gradient was up to 1 in 50 on this section, and speeds mostly restricted to Шаблон:Convert or less for the most part.Шаблон:Sfn The first two halts were at Шаблон:Rws and Шаблон:Rws, Шаблон:Convert and Шаблон:Convert from Farranfore respectively.Шаблон:Sfn Шаблон:Rws, at Шаблон:Convert was a passing stage with locomotive water replenishment facilities was succeeded by a sustained climb at 1 in 50 to Шаблон:Rws at Шаблон:Convert.Шаблон:SfnШаблон:Sfn Kells at Шаблон:Convert also had a train passing loop and was succeeded by a Шаблон:Convert stretch of track to Шаблон:Rws Шаблон:Convert further on.Шаблон:SfnШаблон:Sfn

The terminus at Valentia Harbour was a simple arrangement with a shed and no turntable, engines working the Шаблон:Convert back to Cahirciveen for stabling overnight.Шаблон:Sfn

Rolling stock

Locomotives used had to be suitable for the low axle load, which even as of 1948 was Шаблон:Convert.Шаблон:Sfn While the line was initially worked by Шаблон:Whyte and Шаблон:Whyte types the ubiquitous Class 101/J15 came to dominate,Шаблон:Sfn several of which were based at Tralee.Шаблон:Sfn

The first two 550 hp C Class diesels, Nos. C201 and C202, were put to work on the branch on 4 March 1957, only just having arrived in Ireland at the start of the previous month,Шаблон:Sfn with CIÉ 2600 Class railcars also noted as having worked excursions to the branch.Шаблон:Sfn

Six-wheeled passenger coachesШаблон:Efn were used throughout the life of the line, its sharp curves meaning eight wheeled bogie coaches only being permitted past Шаблон:Rws after 1935, and only then if they had oval buffers or round buffers of not less than Шаблон:Convert diameter.Шаблон:Sfn

Services

When the line opened there were initially three passenger trains each away to Шаблон:Rws.Шаблон:Sfn By 1954 the service was reduced to a daily single passenger train each way taking two and a quarter hours for the Шаблон:CircaШаблон:NbspШаблон:Convert trip from Шаблон:Rws to Шаблон:Rws, supplemented by two slower goods train that had passenger accommodation for all or part of journey.Шаблон:Sfn

Gallery

References

Notes

Шаблон:Notelist

Footnotes

Шаблон:Reflist

Sources

Further reading

External links

Шаблон:Commons category

Шаблон:Coord

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  1. ↑ 1,0 1,1 Шаблон:Cite web Memorial stone in Killorglin.
  2. ↑ Ordnance Survey Ireland: The Gleensk Viaduct on an old map. Шаблон:Webarchive
  3. ↑ Industrial archaeology in rural Ireland: Gleensk Viaduct, Co Kerry (1893).
  4. ↑ Cian Ginty: Disused Kerry railway to be signed over to council for greenway. Published on www.irishcycle.com on 23 June 2014.
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