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Tag Archives: Heuston Station


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Opening of the Dublin to Carlow Branch of the GS&WR Line

The Great Southern & Western Railway (GS&WR) line between Dublin and Carlow opens on August 4, 1846.

The GS&WR is an Irish gauge (1,600 mm (5 ft. 3 in.)) railway company that operates in Ireland from 1844 until 1924. The GS&WR grows by building lines and making a series of takeovers, until in the late 19th and early 20th centuries it is the largest of Ireland’s “Big Four” railway networks. At its peak the GS&WR has an 1,100-mile (1,800 km) network, of which 240 miles (390 km) are double track.

The core of the GS&WR is the Dublin Kingsbridge – Cork main line, Ireland’s “Premier Line,” and still one of her most important main line railways. The company’s headquarters are at Kingsbridge station. At its greatest extent, the GS&WR includes, in addition to the Dublin – Cork main line, the Dublin – Waterford and Mallow – Waterford lines and numerous branch lines.

There are earlier attempts to set up main line railways into the south of Ireland, but the 1840s efforts of Peter Purcell, a wealthy landowner and mail coach operator, and his associates ultimately prove successful with the implementation of a bill passed on August 6, 1844, for the GS&WR. Purcell is actively assisted by engineer John Benjamin Macneill, who has done surveys for the London and Birmingham Railway and has connections in London. The GS&WR’s vision to provide a single railway for most of the south of Ireland finds favour with United Kingdom Prime Minister Robert Peel as having likely more profitably for wealthy investors and because a single company will be easier to control. These factors likely ease the passage of relevant legislation.

William Dargan, Ireland’s foremost railway contractor, builds much of the GS&WR’s main line and a number of its other routes.

The directors choose to begin by construction of the 32.5 mile (52.3 km) stretch of the Dublin – Cork main line as far as Cherryville Junction just west of Kildare and the 23.5 mile (37.8 km) branch to Carlow with contracts shared between McCormack and Dargan. Work begins in January 1845 with services commencing on August 4, 1846. Trains are scheduled to take about 2 hours, 35 minutes for the 56 mile (90 km) stretch to Carlow and coach connections are arranged to Kilkenny, Clonmel, Waterford and the evening mail coach for Cork.

In July 1848, the main line reaches Limerick Junction, where it meets the Waterford and Limerick Railway and thus links Dublin and Limerick by rail.

In October 1849, the main line reaches the outskirts of Cork, where the GS&WR opens a temporary terminus at Blackpool. The final 1-mile (1.6 km) of line from Blackpool to the centre of Cork includes a 1,355-yard (1,239 m) tunnel and is not completed for another six years. Services through the tunnel begin in December 1855, running to and from a second temporary terminus beside the River Lee. Finally, the present Cork terminus in Glanmire Road opens in July 1856.


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Birth of Gaelic Footballer Michael Hogan

Michael Hogan, Gaelic footballer and one-time captain of the Tipperary county football team, is born at Currasilla, Ninemilehouse, County Tipperary, on October 27, 1896. He is the only player shot dead, along with thirteen spectators, by British forces consisting of Black and Tans and Auxiliaries at Croke Park in Dublin on Bloody Sunday during the Irish War of Independence.

Hogan is one of four sons and three daughters of Patrick Hogan, farmer, and Margaret Hogan (née Galvin). His family are staunch nationalists who have been heavily involved in the land struggle. He is the brother of Major General Daniel (Dan) Hogan, who is Chief of Staff of the Defence Forces in the 1920s. On November 19, 1920, Hogan is elected company commander of the Irish Republican Army (IRA) in the Grangemockler area, where he is working on the family farm.

Hogan’s family are close friends of the Browne family, also from Grangemockler, that include the late Cardinal Michael Browne, Monsignor Maurice Browne (aka Joseph Brady), and Monsignor Pádraig de Brún.

A dedicated footballer, Hogan is the established full back on the Tipperary county football team. During the Irish War of Independence very few championships are completed, and challenge matches are the chief attraction. Following the success of a Kildare–Dublin challenge match, a challenge is organised between Tipperary and Dublin at Croke Park, Dublin, on November 21, 1920.

The day before the match, Hogan travels on the train with the other members of the team. A number of the players, including Hogan, become involved in a fight with soldiers from the Royal Lincolnshire Regiment before throwing them from the train. On arrival at (Kingsbridge) Heuston Station, they quickly go their separate ways anticipating arrest. Michael and Thomas “Tommy” Ryan, the two IRA members on the team, decide to stay at Philip Shanahan‘s pub in Monto that night, rather than Barry’s Hotel as planned. There they learn that “there is a ‘big job coming off” the following day but are unaware of the details.

On the morning of the match, fourteen members of the British intelligence service are assassinated by the IRA. This leads to concerns about the match and the safety of spectators, and the Dublin brigade of the IRA urges that the game be cancelled. Shanahan informs the team of the shooting of the British agents. Ryan claims that Dan Breen advised them it would be better not to attend the match, but instead to return to Tipperary. Leading Gaelic Athletic Association (GAA) officials Jim Nowlan, Dan MacCarthy and Luke O’Toole decide the match should proceed, arguing that a postponement would associate the IRA’s activities with the GAA.

Dublin and Tipperary are two of the best teams in the country at the time (and later contest the 1920 All-Ireland Senior Football Championship final when it is eventually played in 1922), so despite the events of the morning, a large crowd of some 10,000 people are in attendance.

At 3:00 p.m., not long after the match has started, a British military plane flies over and drops a flare, signaling British forces to converge on the ground. Black and Tans enter Croke Park and open fire on the crowd.

Hogan drops to the ground and is crawling to safety when a bullet hits him in the mouth. Tom Ryan, a young spectator from Wexford, enters the pitch to pray beside the dying Hogan and is also fatally shot. Another player, Jim Egan, is wounded, but survives. In all, fourteen people are killed and dozens are wounded and injured. The events of that day come to be known as “Bloody Sunday.”

Hogan’s body is returned to Grangemockler for burial on November 24, 1920. A huge crowd attends the funeral. He is buried in his football colours in a coffin draped with the tricolour. The GAA commemorates him by naming the main stand at Croke Park after him and erecting a monument to his memory at Grangemockler. His football jersey is in the South Tipperary County Museum in Clonmel.


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Founding of Córas Iompair Éireann

Córas Iompair Éireann (Irish for Irish Transport Company), or CIÉ, a statutory corporation of Ireland, is founded on January 1, 1945. CIÉ is answerable to the Irish Government and responsible for most public transport within the Republic of Ireland and jointly with its Northern Ireland counterpart, the Northern Ireland Transport Holding Company for the railway service between the Republic of Ireland and Northern Ireland. The company is headquartered at Heuston Station, Dublin. Its members are appointed by the Minister for Transport.

Córas Iompair Éireann is formed as a private company by the Transport Act 1944 and incorporates the Great Southern Railways Company and Dublin United Transport Company, initially adopting the logo of the latter company. Great Southern Railways (GSR) is incorporated in 1925, having been Great Southern Railway since 1924. Essentially the GSR becomes – especially as it starts to broaden its business interests into road transport – a monopoly transport operator. The Transport Act 1950 amalgamates CIÉ and the Grand Canal Company and formally nationalises CIÉ, changing its structure from that of a private limited company to a corporation under a board appointed by the Minister for Transport. The Northern Ireland Great Northern Railway Act, 1958 transfers the lines of Great Northern Railway Board south of the border to CIÉ. Until 1986 CIÉ operates as a single legal entity, although it is internally organised into rail services and two bus divisions – Dublin City Services and Provincial Services. The vast majority of services are branded CIÉ, although long-distance provincial buses are branded “Expressway” and Dublin electric trains DART. In 1987, CIÉ reorganises into a holding company and three operating companies. In 1990 it sells its nine Great Southern Hotels, including its hotel in Derry, Northern Ireland, to Aer Rianta, the airports authority.

Since the enactment of the Transport (Re-organisation of Córas Iompair Éireann) Act, 1986 CIÉ has been the holding company for Bus Éireann, Dublin Bus and Iarnród Éireann/Irish Rail, the three largest internal transport companies in Ireland. It was originally to have operated the Luas tram system in Dublin, but that project was transferred to the newly created Railway Procurement Agency.

CIÉ is responsible for the overall strategy of the group. It owns all fixed assets used by the three companies, such as railway lines and stations, the latter being dealt with through the Group Property division. It also operates an international tour division, CIÉ Tours International. CIÉ’s vast number of advertising sites are organised through Commuter Advertising Network (CAN), since the mid-1990s employing an external company (currently Exterion Media Ireland) to manage them. There are also a number of shared services provided by CIÉ to its three operating companies.

Other than in the railway sector CIÉ is not a monopoly provider of public transport services as a number of other operators exist. However, under the Transport Act, 1932, these may not compete directly on any route for which CIÉ has been granted a licence. Legislation is enacted in 2013 to provide for the tendering of 10% of routes operated by Dublin Bus and Bus Éireann. This public competition includes these two operators, along with private operators such as Go-Ahead Ireland, and is completed in January 2019.

(Pictured: “The Broken Wheel” logo introduced in 1964 and modernised in 2000)


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Phoenix Park Rail Tunnel Reopens to Passenger Traffic

The Phoenix Park Rail Tunnel, a railway tunnel in Dublin funded by the National Transport Authority, reopens to regular passenger traffic on November 21, 2016, improving services for rail commuters in Kildare and Dublin.

The tunnel is built in 1877 and begins at the Liffey Railway Bridge near Heuston Station, running underneath the Phoenix Park for 690 metres before re-emerging close to the junction of the Infirmary Road and North Circular Road. It joins with the Dublin-Sligo railway line near Glasnevin, before continuing to Dublin Connolly station.

The tunnel is originally built by the Great Southern and Western Railway company to connect Kingsbridge station (now Heuston Station) to the Dublin Docklands and is primarily used for freight. Historically the line has not been used for regular passenger trains, with most traffic through the tunnel being freight or carriages and engines shunted between Connolly and Heuston for maintenance. It has occasionally been used for special passenger services, including traffic for major Gaelic Athletic Association fixtures.

The tunnel reopens to regular passenger traffic on November 21, 2016. As of late 2018, this traffic is predominantly weekday services.

(Pictured: Southern end of the Phoenix Park Tunnel, Dublin, Ireland)


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The Buttevant Rail Disaster

buttevant-rail-disaster

The Buttevant Rail Disaster, a train crash that occurs at Buttevant Railway Station, County Cork, takes place on August 1, 1980. More than 70 people are injured, and 18 die, resulting as one of Ireland’s worst rail disasters to ever occur and the country’s worst rail disaster during peacetime history.

At 12:45 the 10:00 am Dublin (Heuston) to Cork (Kent) express train enters Buttevant Railway Station carrying some 230 bank holiday passengers. The train is diverted off the main line across a 1:8 temporary set of points into a siding. The locomotive remains upright but carriages immediately behind the engine and generator van jack-knife and are thrown across four sets of rail lines. Two coaches and the dining car are totally demolished by the impact. It results in the deaths of 18 people and over 70 people being injured.

The accident happens because a set of manual facing points are set to direct the train into the siding. These points are installed about four months previously and have not yet been connected to the signal cabin. The permanent way maintenance staff are expecting a stationary locomotive at the Up platform to move into the siding, and set the points for the diversion to the siding, without obtaining permission from the signalman. Upon seeing that this has been done, the signalman at Buttevant manually sets the signals to the Danger aspect and informs the pointsman to reset the points. The train is traveling too fast to stop in time. The train is moving at approximately 60 mph when the derailment occurs.

The train consists of one locomotive, a generator van and eleven coaches. Six of the coaches consist of wooden bodies on steel underframes. Four of these are either destroyed or badly damaged in the impact, the two which survive being at the rear of the train. The remainder of the coaches are light alloy Cravens stock and most survive the crash.

This event, and the subsequent Cherryville junction accident, which kills a further seven people, account for 70% of all Irish rail deaths over a 28-year period. CIÉ and the Government come under severe public pressure to improve safety and to modernise the fleet. A major review of the national rail safety policy is held and results in the rapid elimination of the wooden-bodied coaches that had formed part of the train.

The passengers who are most severely injured or killed are seated in coaches with wooden frames. This structure is incapable of surviving a high speed crash and does not come near to the safety standards provided by modern (post-1950s) metal-body coaches. The expert bodies that review the accident discover that the old timber-frame carriage bodies mounted on a steel frame are totally inadequate as they are prone to complete collapse under the enormous compression forces of a high-speed collision.

The more modern steel-framed carriage bodies survive due to their greater structural rigidity. On this basis the decision to purchase a new fleet of modern intercity coaches based on the British Rail Mark 3 design is quickly made. The Mark 3’s longitudinally corrugated roof can survive compression forces of over 300 tonnes. These coaches, an already well proven design, are built by British Rail Engineering Limited (BREL) in Derby, England and, under licence, at CIÉ’s own workshops at Inchicore Railway Works in Dublin between 1983 and 1989.


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Executions of Èamonn Ceannt, Michael Mallin, Seán Heuston, & Con Colbert

colbert-ceannt-mallin-heuston

Irish patriots Èamonn Ceannt, Michael Mallin, Seán Heuston, and Cornelius “Con” Colbert are executed by firing squad in the Stonebreakers Yard at Kilmainham Gaol on May 8, 1916, as the executions following the 1916 Easter Rising continue.

Éamonn Ceannt, one of the seven signatories of the Proclamation of the Irish Republic, is born in Ballymoe, Glenamaddy in County Galway in 1881. Prior to the Rising, Ceannt is an employee of the Dublin Corporation. He is a co-founder of the Irish Volunteers, partaking in the successful Howth gun-running operation of 1914. His involvement in republican activities is complemented by his interest in Irish culture, specifically Irish language and history, although he is also an accomplished uilleann piper. Ceannt is appointed Director of Communications of the Provisional Government and is Commandant of the Fourth Battalion of the Irish Volunteers, who are stationed at the South Dublin Union, now the site of St. James’s Hospital. Ceannt has about 100 men with him, including his second-in-command Cathal Brugha, and W.T. Cosgrave who goes on later to become Taoiseach. Ceannt and his men at the South Dublin Union take part in some of the fiercest fighting in the rebellion and hold out against far superior numbers of British troops.

Michael Mallin, a silk weaver by trade, is born in Dublin on December 1, 1874. Mallin is the Chief of Staff of the Irish Citizen Army (ICA), second in command only to James Connolly. He trains and drills the ICA and is the Commandant of the St. Stephen’s Green Royal College of Surgeons garrison during the Rising. Countess Markievicz is his second in command. This location sees less action than some of the other sites chosen by the rebels because the British concentrate their efforts on the most strategically important targets such as the General Post Office (GPO) and Four Courts. Mallin surrenders on April 30.

Seán Heuston, born in Dublin on February 21, 1891, is responsible for the organisation of Fianna Éireann in Limerick. Along with Con Colbert, Heuston is involved in the education of the schoolboys at Scoil Éanna, organising drill and musketry exercises. Heuston is the Officer Commanding of the Volunteers in the Mendicity Institution on the south side of Dublin. With 26 Volunteers under his command, they hold their position for two days. With his position becoming untenable against considerable numbers, and the building almost completely surrounded, Heuston sends a dispatch to Connolly informing him of their position. It is soon after sending this dispatch that Heuston decides to surrender. Heuston Railway Station in Dublin is named after him.

Con Colbert is born on October 19, 1888, at Monalena in Limerick, and is one of the younger generations of Irish republicans who take part in the Easter Rising. Prior to the Easter Rising he is an active member of the republican movement. He is one of the founding members of Fianna Éireann. A dedicated pioneer, Colbert is known not to drink or smoke. During the Rising, Colbert is the commander of a group of Volunteers stationed at Watkin’s Brewery on Ardee Street, and later at Jameson’s Distillery on Marrowbone Lane. They hold their position until receiving the order to surrender from Patrick Pearse.