CONNOLLY STATION TO SLIGO

HISTORY

The line can be divided into a number of distinct sections. The first 16 miles form the Maynooth line and see a reasonable suburban service between this North Kildare dormitory and university town and the capital city. From there to Longford is commuter territory, with dedicated services to/from Dublin. These two sections would be the more prosperous ones on the line. Finally, there is the section to Sligo. The long term existence of this section, previously in doubt, appears to have been secured.

MILEPOSTS

The line as far as Maynooth is the only section of this line to remain double. Previously, the double line extended as far as Longford, that as far as Mullingar being doubled in sections shortly after opening, as far as Inny Junction was doubled in 1858 and hence to Longford, 20 years later. Clonsilla to Killucan was singled in 1930 and to Mullingar in 1929. Inny Junction to Longford was singled in 1924 and hence to Longford was singled in 1931. From Collooney to Collooney Junction was singled in 1923, while the Carrignagat Junction to Ballysodare line was reduced to two singles in 1930 with the SL&NCR line being removed after closure in 1957 and from Ballysodare to Sligo was singled in 1959. From Clonsilla to Maynooth was redoubled in 2001.

SIGNALLING

The section as far as Clonsilla is under the control of full CTC. From Clonsilla to Maynooth is controlled by Track Circuit Block and from Maynooth to Sligo is controlled by mini CTC. Signals are predominantly colour light.

0 0.00 CONNOLLY STATION    Last Updated:

Signal interlocking - CY. Head Office of Irish Rail, the station building proper - designed by William Deane Butler and built in an Italinate style out of Wicklow granite - was opened as the head office of the D&DR in 1846. The centrepiece of this is the tower straddling the entrance, originally intended as a lookout tower. At the foot of this are two shields, one either side of the tower. That on the right bears the Dublin City shield of three castles while that on the left bears the shield of Drogheda. The station crosses Sherriff Street on 22 cast iron Pillars. In GNR(I) days, there was a sign on the wall on each side of the underpass which stated "GREAT NORTHERN RAILWAY TO THE GOODS AND CATTLE DEPOT". The red brick section of the building was added in 1879. Over the entrance to this from Sherriff Street, the GNR(I) crest can be seen.

There are four terminal platforms here. On the station concourse are a ticket office, a bar, restaurant and shop. There is an electronic timetable board behind the buffer stops. On platform 4, which is the only electrified platform in this section of the station, there is a plaque listing the names and rank of the 87 members of the GNR(I) staff who lost their lives in WW1 and those of the 7 who lost their lives in WW2. A similar plaque is to be found in Belfast Central station. There is a car park on the Up side, beyond the carriage shed that was built on the site of the former mails depot. The former GNR(I) goods and cattle yard, also on this side, is now in use as stabling sidings, part of the site being occupied by the Central Traffic Control (CTC) building, the yellow ribbed section of which housing the suburban control section. The signal interlocking is contained in this building and there is a radio aerial beside it. There is access from platform 4 to the suburban section of the station. The facing of a former bay platform can be seen on platform 4. Platforms 2 to 4 are partially covered by the overall roof and there is a canopy over part of platforms 4 & 5 and another on island platform 6 & 7, platforms 5, 6 & 7 comprising the suburban section of the station. This area (formerly the CDJR station) had its own entrance from Amiens Street until recently when it was closed and both mainline and suburban ticket offices consolidated in the main building.

The suburban section opened in 1891 as the northern terminus of the CDJR, a joint project between, principally, the GNR(I), DW&WR and CDSPCo. As part of the renovation of Connolly Station, the separate entrance to this section, which included a ticket office and shop fronting onto Amiens Street, was closed. All three lines are through lines and all are electrified. The island platform is connected to platform 5 and the mainline station via a subway, through which wheelchair access is available. At the Belfast end of platform 7, on the Down side are a turntable and water tank, plus a short siding which is used occasionally for storing a PW inspection vehicle. Beyond this on the same side, two raised carriage sidings and the steeply graded line to Newcomen Junction diverge. These were built by the GS&WR for the D&SER as part of the price for gaining access to Amiens Street station, the latter having claimed that the proposed connection from North Strand Junction would obliterate their pre-existing sidings. On the Up side after the platforms is the loco shed, on the eastern side of which is a further stabling area which contains a turntable. On the roof at the north end of the loco shed, there is a disused water tank, after which, the line crosses the Spencer Dock on the Royal Canal and the Liffey Line. The carriage washing plant is on the Up side at the Belfast end of the station. There is a third road on the same side from here to East Wall Road Junction.

Until 2003, there was ramp access from the junction of Beresford Place and Store Street to the station building. This was needlessly destroyed by the Railway Procurement Authority as part of the LUAS construction works. Beside the station is the IFSC, Dublin's financial services centre, part of which includes a modern office complex integrated into the original station on the eastern side.

Leaving the station, the loco shed is on the Up side and beyond this is the carriage washing plant. On the Down side, there are two facing sidings, built by the GS&WR for the CDJR as part of a deal to allow the former access into the station. Between these and the running line is the steeply graded Newcomen Junction curve.

0¼ 0.30 WEST ROAD    Last Updated:

Site of signal cabin on the Up side, between the Sligo and Belfast lines which opened in 1936 and was a block post until 1991. In the distance on the Down side, Croke Park, the home of the Gaelic Athletic Association (GAA), Ireland's national sport can be seen. Until recently, soccer was banned from the grounds on a "no foreign sports" basis. The ground is passed at MP 3¾ between North Strand Junction and Drumcondra. Visible on the other side of the line is the North Wall freight depot. The Liffey Line and Royal Canal pass underneath. There was access from the cabin to the former.

3¼ 1.58 DRUMCONDRA    Last Updated:

Originally opened in 1901 with wooden platforms, the station closed in 1910, a regular suburban service to it and Glasnevin having lasted only for one year in 1906. The shell of the station building on the Up side and the outer wall on the Down side were retained as part of the new station, opened in 1998, complete with two platforms spanning St. Joseph's Avenue. These have subsequently been extended to span St. Patricks Road also. There is a footbridge at the Connolly station end of the station, with lift only access at each end for wheelchair users. A subway connects the Down platform to the station building. At ground level in this, there is a ticket office, coffee shop and plaque commemorating the re-opening as well as a large photographic image of a train passing through the station prior to rebuilding.

3 1.90 GLASNEVIN    Last Updated:

The station here was closed in 1910, having opened in 1901. All that remains is the station building above the line on the Down side, now privately owned. The island platform that was here was removed in 1916. On the Connolly Station side of the station, there is a footbridge over the line. Adjacent to this at track level is a former DUTC location case.

2½/¾ 2.09 DRUMCONDRA JUNCTION/GLASNEVIN JUNCTION    Last Updated: 16th June 2007

Installed in 1936, the junction originally ran the other way to that in existence now such that GS&WR trains could travel over the Liffey Line, which trails in on the Down side and proceed via this to West Road Junction from where the L&NWR and the GS&WR had a line to their own respective depots on the quays. This connection became derelict upon the opening of the line from North Strand Junction to Connolly station and was finally removed in 1921. Above the line on the Down side is the trackbed of the North City Mills siding, which was lifted in 1977, not having been used since 1972. It has since been used as a dumping ground for discarded PW material. The line to Islandbridge Junction diverges on the Up side here.

0½ 2.48 GS&WR BRIDGE    Last Updated: 16th June 2007

The line crosses over the ex-GS&WR line from Islandbridge Junction to Glasnevin Junction here. On the Down side, the bridge carrying the Royal Canal and the former Broadstone line trackbed can be seen. Before these, there are four cottages known as "Coke Ovens Cottages", from the MGWR's Coke Ovens that were between the canal and the Broadstone line and which were served by a siding off the latter.

0/1½ 2.88 LIFFEY JUNCTION    Last Updated:

Immediately before the line crosses the Royal Canal at the Dublin Connolly end of the station is the site of a carriage shed on the Down side. On the opposite side of the canal is the derelict water tower and associated column on the Sligo line. Beyond this, the Broadstone line trailed in on the Down side. There were two island platforms here, one on each side of the running lines and a loading bank on the Down side as well as extensive sidings. Only the island platform on the Up side remains, those on the Down side west of the junction point were demolished in 1997 and the running lines realigned in two stages to allow for an easier curve.

Liffey Junction closed to passengers in 1926 and totally in 1977. There was a block post here until 1991, the signal cabin having been on the Down side adjacent to the radio aerial. At the Sligo end of the station on the same side, is the site of the MGWR's creosoting depot. There was a siding connection to this.

1¾ 3.12 BROOMEBRIDGE    Last Updated:

Taking its name from the road overbridge, Broomebridge opened in 1990. There are Up and Down platforms here, the former accessed by means of a ramp from the road overbridge at the Sligo end of the station. On the Sligo side of the canal bridge, there is a plaque in honour of Sir William Rowan Hamilton, who discovered the mathematical notion of quaternions, having been struck by the necessary flash of inspiration when crossing the bridge.

2 3.48 REILLYs    Last Updated:

Level crossing. This is the site of an early and short lived station on the line, the station having opened and closed in 1847!

3 4.46 ASHTOWN    Last Updated:

Approaching the station, Dunsink Observatory can be seen in the distance on the Up side. Opened in 1902 for race specials at the now closed Phoenix Park Race course and fully in 1905, there are Up and Down platforms here. The station closed in 1934 but reopened in 1979 for a short period in connection with the visit of Pope John Paul II to Ireland, to assist in transport of the public to and from the Phoenix Park where he said mass. The station reopened fully in 1982. At the Sligo end of the station there is a footbridge, followed by a level crossing. The ticket office is beside this. Beyond the crossing, a siding, installed in 1882 to serve an adjacent mill, diverged on the Down side of the line.

4½ 5.89 BLANCHARDSTOWN/M50    Last Updated:

Nothing remains of this station today due to a deviation of the line here during the construction of the Northern cross section of the M50 motorway, to allow for the building of a viaduct to carry the line over this road. The deviation was in place from the Autumn of 1993 until October 1994. The Royal Canal is carried on an adjacent aquaduct.

The station, which closed at the end of 1933, was at the Sligo end of the viaduct and had two platforms with the station building on the Up side. There was a level crossing at the Sligo end of the station until 1875 when a bridge was erected, as it was held that the former needed four intelligent men to operate it safely! Also at this end on the Up side was a siding to a mill.

4¾ 6.24 CASTLEKNOCK (originally Blanchardstown & Castleknock)    Last Updated:

The station here opened in 1990 and has both Up and Down platforms, connected by a footbridge at the Dublin Connolly end of the station. The ticket office is on the Up side at the same end. There is ramp access to the Down platform.

5¾ 7.13 COOLMINE    Last Updated:

Opened in 1990, the platforms here are staggered, with the station building on the Down side at the Sligo end of the station. At the same end, there is an automatic level crossing at which, on 21st July 1847, in what was the first recorded accident on the MGWR, a railway employee was killed when a ballast engine came in contact with the level crossing gates, which were closed at the time. Coolmine was a block post until 1906. From here to Porterstown, the adjacent canal runs through a cutting, known colloquially as the "Deep Sinkings".

6¼ 7.74 PORTERSTOWN    Last Updated:

Automatic Level Crossing. The former crossing keeper's cottage remains on the Down side after the crossing.

7 8.51 CLONSILLA    Last Updated:

Signal interlocking. Immediately prior to the station were two loading banks, one on each side of the line. Before the level crossing is the signal cabin, bearing its name to the track. This remains to control the crossing, which is of the 4-barrier type, controlled by a gate wheel, the last gate wheel operated crossing in Ireland. There is a trailing siding on the Down side.

The station, which is on the Sligo side of the crossing, closed to passengers in 1963, having been closed for a short period in 1941/2. It was reopened in 1981. The ticket office is on the Up platform adjacent to the level crossing and is built on the site of a canal cottage. The footbridge here was originally at Listowel on the North Kerry line. The original station building was on the Down platform.

7½ 8.90 CLONSILLA JUNCTION    Last Updated:

The trackbed of the former D&MR line to Navan and associated extension to Kingscourt, diverged on the Up side here until the line closed in 1963. A ¼ mile stub that was left in situ after the closure of the line was removed in 1968. On the same side can be seen the overgrown remains of the loco shed. In 1877, a passenger train derailed here, injuring five people. This line is proposed for reinstatement as far as Pace, which is the point north of Dunboyne where the former railway meets the N3. North of this point, the NRA are destroying the railway alignment with a motorway.

7¾ 9.23 BARBERSTOWN Automatic Level Crossing.    Last Updated:

8¾ 10.25 LUCAN NORTH (originally Coldblow for Lucan)    Last Updated:

Before the station on the Down side is the former goods area. Although since leveled and overgrown, this area contained sidings and a goods store and was primarily to deal with millstuffs from the nearby Shackleton's Mills in the Strawberry Beds. As this was only connected to the Down line, any train using the siding had to return wrong road to Clonsilla, signaled as a ballast train. There were Up and Down platforms at the station that closed in 1941. The station building, heavily renovated and extended as a private residence, is on the Down side with a small red brick waiting room on the remains of the Up platform.

10½ 11.78 LEIXLIP CONFEY    Last Updated:

Opened in 1990, the original single platform on the Down side here was built on the formation of the second track such that it had to be demolished prior to the line being re-doubled. There are now Up and Down platforms. The station building and car park are on the Down side with a footbridge at the Connolly Station end of the station.

11¼ 12.65 LEIXLIP LOUISA BRIDGE (formerly Louisa Bridge for Leixlip and later Leixlip)    Last Updated: 16th June 2007

Leixlip Louisa Bridge station is reached by crossing an embankment across the Rye river valley, built originally to carry the Royal Canal. It offers views of the suburbs of Leixlip on one side and the INTEL computer chip factory on the other. There are Up and Down platforms here, built as part of the Maynooth Line doubling project. The station closed to passengers in 1963, having been closed for a short period in 1941/2. It was reopened in 1981 with a ticket office on the Down side beside the original station building, now a private residence. This was superceded by the present structure in 2001 above the line.

The former goods area, now occupied by a car park, was extensively used for livestock traffic until 1972. Leixlip was a block post until 1975. There is a radio aerial on the Down side at the Connolly Station end of the station.

12¼ 13.68 BLAKESTOWN    Last Updated:

Automatic Level Crossing. The obelisk that can be seen in the distance is Connolly's Folly, built in 1739/40 as a famine relief work.

14¾ 16.27 MAYNOOTH    Last Updated: 16th June 2007

There are both Up and Down platforms here with the modern station building adjacent to the disused signal cabin on the Up platform. This contains a ticket office, shop, administrative offices and signaling facilities. The station closed in 1963, reopened in 1981 with the original station building being replaced by a compact ticket office which in turn was superceded by the present structure in 2001. Between this and the Royal Canal harbour is the car park. There is a footbridge at the Dublin Connolly end of the station. The former stationmaster's house, now a private residence, is on the Down side.

At the Sligo end of the station, on the same side, there is an engineering depot. This is on the site of a turntable that was accessed by a short trailing siding from the Down line. Beyond this, there was a loading bank and sidings off the original Down line, but these have been incorporated into a housing estate and built over. There was a loading bank and siding on the Up side, also at this end of the station which have been built on to provide additional car parking facilities.

Approximately ¼ mile beyond the station, Maynooth College can be seen on the Up side. The bricked up archway in the college wall was used as a goods access point from the canal.

18½ 19.81 KILCOCK    Last Updated:

Nothing remains of the original station which was located between the 18½ mile post and the road overbridge to the west of it, the latter the location of a new, single patformed station opened in 1998 on the Down side. The original station closed in 1848, due to its presence on a 1 in 100 gradient, which the locomotives of the day found difficult to start off from and was replaced by that some ¾ miles distant.

19¼ 20.55 KILCOCK (OLD)    Last Updated:

Opened in 1850 to replace the original station in Kilcock, the Up and Down platforms here are staggered. The derelict station building is on the Up platform. The remains of the signal cabin, a block post until 1977 is at the Dublin end of the Down platform. The disused goods store is opposite. Beyond the road overbridge at the Sligo end of the station, there is a disused loading bank on the Up side, albeit totally overgrown. The station closed in 1963. Due to the development of Kilcock nearer to the site of the original station, the decision to build a new station there was taken, rather than build a station here.

26½ 27.85 ENFIELD    Last Updated:

Approaching the station, there is a long siding on the Down side. This trails into a number of sidings, which diverge on the same side into the goods area. This area extensively handled beet and livestock traffic until the 1970's, beet traffic straggling on until 1985 and in the 1990s, a more modest traffic in molasses and timber. There are two sidings here, one of which is served by a loading bank. There is another loading bank on the Down side on the Dublin side of the station, upon which is the former goods store. This is served by a separate siding.

The disused signal cabin, bearing a nameboard, is at the Dublin end of the disused Up platform, beside which is a water tank. Closed in 1963, the station reopened to passengers in 1988. Only the Down platform, which is served by a loop, is in regular use and the ticket office, a Portakabin, is on this. At the Sligo end of this platform is a water tower. Behind the Dublin end of the Down platform, the former stationmaster's house, now a private residence, can be seen. On the Up side at the Sligo end of the station, there is another loading bank that was served by a siding. Opposite, built into the walls of the cutting, there is a plaque in memory of one Patrick Roche who died in 1972. Enfield was the junction station for the Edenderry branch from 1877 until this branch lost its passenger service in 1931. Leaving the station, there is a harbour on the adjacent canal.

50¼ 51.64 MULLINGAR    Last Updated:

Approaching the station, there is a racecourse on the Down side. The original Mullingar station was in the vicinity of this point. Just before the present station, the line to Athlone and Galway / Westport diverges on the Down side. The siding to the former goods area diverges on the Up side. A 'V' shaped platform serves both the Down Sligo and Up Galway lines, with the Down Galway and Up Sligo lines having platforms of their own. There is a waiting room on the latter, as well as a canopy. The station building and signal cabin, the latter with nameboard, are on the 'V' platform. A subway connects the two outer platforms to the centre platform and the station building. That to the Down Galway platform has been blocked off. This job was originally done by a footbridge.

The circular section of the station building saw use at one stage as tea rooms, but now houses the ticket office, toilets and waiting area. In the area between the platforms, there is an attractive rock garden. There was a Dublin facing bay on the Up side between the running lines and the goods area. This area is being redeveloped as additional paltforms. There is a waiting shelter on the Down Galway platform, which is covered by a canopy. There is a water tower at the Galway end of the same platform. The former goods store is between the mainline and the branch.

50¾ 52.03 CANAL CROSSING

Immediately after crossing the Royal Canal, by a bridge that was renewed in 2003, there is a disused cattle bank and site of sidings on the Down side. These were used to load cattle bound for northern stations, which would have run via Cavan town and Clones. There was a signal box at this location, but this closed when the line was singled in 1929.

52¼ 53.58 CULLEENMORE Level Crossing.

52½ 53.85 LEVINGTON

Level Crossing. There was a block post and loop here until 1963. Until 1994, the road crossing the line here was the main Dublin - Sligo road, however the opening of the Mullingar bypass obviated this particularly poor section of the road. The Royal Canal feeder, which runs parallel to the railway from about MP 51½, crosses under the line beyond the crossing before entering Lough Owel. The railway runs along the shore of the Lough for approximately 1½ miles, the lake remaining in view until before Clonhugh.

56¼ 57.77 CLONHUGH    Last Updated:

The station building is on the Up platform, which is served by the running line at this station that closed in 1947. The Down platform is overgrown.

57½ 58.82 MULTYFARNHAM    Last Updated:

The station building, now a private residence, is on the Up platform at this station that closed in 1963. This was served by a loop, with the running line serving the Down platform, on which there is a waiting shelter. The former goods store and loading bank are at the Dublin end of this. The signal cabin, a block post until 1985, is at the Sligo end of the Down platform. It remains to control the adjacent level crossing. About 1 mile beyond the station, Lough Derravaragh can be seen in the distance.

60¼ 60.27 RIVER INNY

61 62.34 INNY JUNCTION (formerly Cavan Junction)    Last Updated:

The line to Cavan and Clones, closed completely at the end of 1959, diverged on the Up side here. Inny Junction was merely an exchange station, there being no outside access to the platforms. Little remains of the station building, which was between the Up platform and the Down Cavan line platform. There was also a Down platform and a loco shed on the Up side here, of which traces remain.

63¼ 64.63 STREET & RATHOWEN    Last Updated:

Level Crossing. There was a station on the Sligo side of this crossing until 1963. There were both Up and Down platforms, with the running line now serving the former on which there is a waiting shelter. There is a store on the Up platform and the crossing cottage is on the Down side after the crossing.

64¾ 66.17 CLONWHELAN Level Crossing.

67¾ 69.05 EDGEWORTHSTOWN (formerly Mostrim)    Last Updated:

The running line serves the Down platform. The station building is on the Up platform, which is served by a loop. At the Dublin end of this, there is a trailing siding that serves a loading bank. The signal cabin is at the Sligo end of the station on the Down side. This bears a nameboard that states "EDGEWORTHSTOWN SIGNAL CABIN". The goods area was on the Up side and contained a goods store and two loading banks. One of the latter remains in the car park that occupies the site.

68¼ 69.76 BALLYMAHON (or Tinare) Level Crossing.

72½ 73.85 CLONAHAND Level Crossing.

76¼ 77.58 LONGFORD    Last Updated:

Approaching the station, there is a disused siding on the Up side. The goods area is on the Down side and runs the length of the station. Developed in 1974, it can be accessed from both ends and contains two sidings, one of which has a gantry serving it and cement and fertiliser stores. There is a bus depot on the Up side at the Dublin end of the station, after which, on the same side, is the station building. This contains a ticket office, waiting area and stationmaster's office. The signal cabin is mid-way along the Down platform, with a footbridge at the Sligo end of the station. There is lift access to the Down platform from an external footbridge over the line. Leaving the station, there was a loco depot on the down side. Opposite, the former goods store and disused loading bank can be seen. There is a small crane on this. There was previously a water tower beyond the Down platform, but this was demolished by a train in 1995! Beyond this, the line previously crossed the Longford branch of the Royal Canal by a swing bridge, since removed and filled in.

80 81.46 NEWTOWNFORBES    Last Updated:

The station building, now a private residence, is on the Up platform at this station that closed in 1963. There is a disused, overgrown loading bank on the Down side at the Sligo end of the station. There was originally a goods store here.

85¾ 87.25 DROMARD (or Rooskey) Level Crossing.

87¼ 88.77 DROMOD    Last Updated:

There are the remains of a siding on the Down side, which formerly trailed into the Down side loop at this station. The station building is on the Up platform, which is served by the running line. The signal cabin is at the Sligo end of the Down platform. A footbridge connects the two platforms. There is a siding off the loop beyond this. Behind the station on the Up side, the former C&LR station building can be seen. This narrow gauge line ran to Belturbet, where it connected with the GNR(I) and had a branch from Ballinamore westwards to Arigna. It closed in 1959. This area is now the base for the Cavan & Leitrim Railway Co. Ltd. (See preserved lines for details). Beyond the station, on the same side, the former goods store and interchange platform with the narrow gauge line can be seen. There is a loading bank between the platform and the store. There is also a siding on this side, at the end of which is a gantry. The siding is used for ballast loading and was previously for the transshipment of coal from Arigna on the C&LR. There is a loading bank on the Down side at the Sligo end of the station.

90 ??.?? GORTINEE

Site of a siding to a local brickworks.

92 93.34 RIVER SHANNON BRIDGE    Last Updated:

There is a single lever ground frame on the Down side that controlled the opening span of this six span bridge. This was the first example of a Bascule type bridge in Ireland and was opened in 1878. This was unusual in that the opening span was drawn back, as opposed to being turned. However, the bridge has not been opened in many years and is due for replacement.

93 94.48 DRUMSNA    Last Updated:

There are both Up and Down platforms at this station that closed in 1963. The station building, now a private residence is on the Up platform. The derelict goods store is on the same side at the Dublin end of the station. The signal cabin is between this and the platform and was a block post until 1963. This has been extended at both ends for use as accommodation. There is a water column beside it. There is a shelter on the Down platform.

97¾ 99.26 CARRICK ON SHANNON

    Last Updated:

The station building is on the Down platform here, which is served by the running line. There was a loop on the Up side until 1988, when the signal cabin, which is on the same side, closed as a block post. There is a goods store and the site of a siding on the Down side at the Sligo end of the station. There is a water tower at the same end on the Down platform. Opposite, there is a loading bank and the site of a siding at the same end.

106½ 107.83 BOYLE    Last Updated:

Approaching the station, there is a siding on the Down side which trails into a loop on the same side serving the Down platform at this station. There is a waiting shelter on this platform. At the Sligo end of this platform, there is the base of a water tower and the signal cabin. The station building is on the Up platform. Beyond the station, there are two sidings and a loading bank on the Down side. These are used for ballast loading. The former goods area was opposite where the car park is now located.

107 108.40 BOYLE RIVER

112 113.43 TAWRAN (or MURRAYs) Level Crossing.

112½ 113.92 KILFREE JUNCTION    Last Updated:

Both Up and Down platforms remain at this station that closed in 1963. The line to Ballaghadereen, closed in 1963, trailed in on the Up side at the Dublin end of the station. The embankment for this branch can still be seen. There is a disused loading bank on the Down side at the Sligo end of the station and between this and the Up island platform, there is a well of a turntable. The water column here was not at the station proper, but on the branch line.

119¾ 121.14 WOODFIELD Level Crossing.

120 121.48 BALLYMOTE    Last Updated:

Approaching the station, there are a loading bank and the remains of a store , which were served by a separate siding, on the Up side. There are both Up and Down platforms at this station. However, since the closure of the signal cabin, at the Sligo end of the Up platform in 1989, that on the Down side is disused. The station building is on the Up platform. There are disused flights of steps to each platform from the road overbridge at the Dublin end of the station. There is a store and water tower on the disused Down platform. The former goods area is on the Up side at the Sligo end of the station and includes a long loading bank.

127½ 128.94 RIVER OWENMORE

127¾ 129.10 COLLOONEY    Last Updated:

This station is the only one of Collooney's three railway stations to remain in use, the SL&NCR and ex-GS&WR stations having closed in 1957 and 1963 respectively. There was a loop on the Up side, which served the Up platform. This was removed when Collooney ceased to be a block post in 1930. There is a disused shelter on this. On the embankment behind this, the station name is made out in shells. The station building is on the Down platform, before which is the former goods store and loading bank. There is another disused loading bank on the Down side at the Sligo end of the station. Also on the Down platform, there are small flower beds, the metal surrounds for which bear the initials "M.G.W.R.". Leaving the station, the line crosses over the trackbed of "The Southern Siding", which was the link between the GS&WR and SL&NCR. The former GS&WR goods store can be seen on the southern side of this.

128 129.44 COLLOONEY JUNCTION    Last Updated:

The line from Claremorris, "The Burma Road", closed in 1975 and disconnected, but not lifted, trails in on the Down side here. There was a signal box here until 1930 when the junction came under control from Ballysodare. There is an active campaign to have the line the "Western Rail Corridor" reopened.

128¾ 130.15 CARRIGNAGAT JUNCTION    Last Updated:

The SL&NCR line from Enniskillen, trailed in on the Up side here. It was a condition of the SL&NCR's Act of Incorporation that they double the line from here to Ballysodare and this was done. This situation prevailed until 1930, when the junction was taken out, the signal cabin that was here closed and the two lines remained as two single lines as far as Ballysodare. There are two redbrick cottages on the Down side which carry a stone plaque with the inscription "SL&NCR 1882". These were provided by the latter as workmen's cottages.

129½ 131.02 OWENMORE RIVER    Last Updated:

There were previously two bridges here, another bridge was located on the Up side for use by the SL&NCR. This was built as part of their requirement to double the line to Ballysodare.

129¾ 131.16 BALLYSODARE    Last Updated:

The former goods store and loading bank are on the Down side at this station that closed in 1963. The derelict station building is on this side as well. There was previously a signal cabin, closed in 1977, on the Up side.There were both Up and Down platforms here, that on the Down side remains. A ½ mile long private siding from the loal flour mill, of Pollexfen and Company trailed in on the Down side at the Sligo end of the station. The trackbed of this, running in a cutting, remains.

134¼ 135.66 SLIGO (MacDhiarmada)    Last Updated:

Approaching the station, the loco area can be seen on the Up side. This contains a turntable, water tower, now in use for oil dispensation and remains of a loco shed. The line to Sligo Quay diverges on the Down side. The signal cabin is between this and the running line. Single track, it has two private sidings off this. The siding extends past the goods area onto the quay itself, where the line splits into three and is owned by Sligo Harbour Commissioners. There is a gantry before the quay section.

The main station buildings are on the Up side. These were "restored" in 1993, with the help of the European Union. In the entrance hall, which contains a ticket office, phones, a shop, toilets and a waiting area, there are two disused fireplaces. Over each of these there is a plaque, one commemorating the aforementioned restoration and the other the renaming of the station in honour of Irish patriot, Seán MacDiarmhada in 1966. The suffix is rarely, if ever used. The station building also contains a FASTRACK office. There are two platforms here, both having road access to them. There are two carriage sidings between these. There was a headshunt off the Dublin end of the Up platform. The original roof of the station was destroyed during "The Troubles", the present version is part of the restoration. Outside the station, there is a car park and a bus station.

© Ewan Duffy 2003/8