The Farranfore–Valentia Harbour line was a 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.
History
A plan – the – 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 approved by the (10 & 11 Vict. c. lxiii), but it was to prove too ambitious and came to nothing.
The Great Southern and Western Railway Company (GS&WR) had opened its to section in 1859, and the independent Company was formed by the (34 & 35 Vict. c. clxxvii) to construct a line from the GS&WR station but in the event was unable to raise the finance.
The GS&WR was to acquire that authority to build the line by the (44 & 45 Vict. c. clxxxi), and opened the rail link between Farranfore and Iveragh Road in Killorglin with the Irish gauge of on 15 January 1885. The line was extended by to Valentia Harbour commencing in 1890 and formally opened on 12 September 1893. Memorial stone in Killorglin. 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. 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.
The Laune Viaduct in Killorglin, two tunnels, and the Gleensk Viaduct are still standing.Industrial archaeology in rural Ireland: Gleensk Viaduct, Co Kerry (1893). Most of its other buildings have been demolished and their sites were used for other purposes. 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 Fertha greenway, a combined walking and cycling path which features on Lonely Planet's best things to do in time.Cian Ginty: Disused Kerry railway to be signed over to council for greenway. Published on www.irishcycle.com on 23 June 2014.
Route
The station at is orientated in an approximately north-south direction, with the down platform to to the west and the up platform to and Dublin to the east. There was a bay platform at the southern end of the down used by trains to and from which branched away to the southwest. The section to was essentially flat,. It had an intermediate stations at , and with the Laune Viaduct just before Killorglin; maximum speed permitted from Molahiffe.
The extension ran to where a ferry was available to Valentia Island. The gradient was up to 1 in 50 on this section, and speeds were mostly restricted to or less for the most part. The first two halts were at and , and from Farranfore respectively. , at was a passing stage with locomotive water replenishment facilities was succeeded by a sustained climb at 1 in 50 to at . Kells at also had a train passing loop and was succeeded by a stretch of track to further on.
The terminus at Valentia Harbour was a simple arrangement with a shed and no turntable, engines working the back to Cahirciveen for stabling overnight.
Rolling stock Locomotives used had to be suitable for the low axle load, which even as of 1948 was . While the line was initially worked by and types the ubiquitous Class 101/J15 came to dominate, several of which were based at Tralee.
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, with CIÉ 2600 Class railcars also noted as having worked excursions to the branch.
Six-wheeled passenger coaches were used throughout the life of the line, its sharp curves meaning eight-wheeled bogie coaches only being permitted past after 1935, and only then if they had oval buffers or round buffers of not less than diameter.
Services When the line opened there were initially three passenger trains each away to . By 1954 the service was reduced to a daily single passenger train each way taking two and a quarter hours for the trip from to , supplemented by two slower goods train that had passenger accommodation for all or part of the journey.
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Photos on Flickr