The story
Beginnings
1817 had seen the beginning of the construction of a new harbour at Dunleary village that soon began to attract traffic due to silting problems elsewhere around Dublin Bay. The name Kingstown was adopted after King George IV departed from the harbour in 1821. Proposals for canal or rail infrastructure links to Dublin were variously proposed through to the 1830s. James Pim took the initiative and commissioned a plan by Alexander Nimmo which was supported by other businessmen and presented as a petition to the House of Commons on 28 February 1831 for a rail line from near Trinity College to the west pier at the Royal Harbour of Kingstown under a company to be known as the D&KR. A bill was presented and was progressing but was scuppered by a prorogation of Parliament and an election. A fresh bill received royal assent on 6 September 1831 as the Dublin and Kingstown Railway Act 1831 (1 & 2 Will. 4. c. lxix).
A meeting of D&KR subscribers on 25 November 1831 at the Dublin Chamber of Commerce included the submission of a long report which indicated that Westland Row was to be the Dublin terminus and that the enterprise was initially to focus on passenger traffic with a high train frequency. Thomas Pim was appointed chairman. A key appointment was James Pim (Junior) as secretary and Murray notes his "great natural ability, tact, energy, and a valuable business experience". James Pim was appointed Treasurer in May 1832 and effectively functioned as General Manager. The position of clerk/secretary was awarded to Thomas Fleming Bergin who with his engineering background effectively controlled the operation of the railway.
Construction
The construction contract was awarded to William Dargan, with Charles Blacker Vignoles as engineer.
The line began at Westland Row where the D&KR made its headquarters and initially ran elevated reaching street level around the River Dodder. From Merrion the line ran on an embankment built across the strand to Blackrock which later led to the formation of Booterstown marsh.
While rights for compulsory purchase were generally granted, this was not the case for two landowners who insisted on large cash compensations and in the case of Lord Cloncurry the building of a private footbridge over the line to a bathing area complete with a Romanesque temple, a short tunnel and a cutting to maintain his privacy.
The construction contract was signed on 7 May 1833 and was completed in about 18 months. Thomas Grierson, the DW&WR chief engineer commented in a presentation to the Institution of Civil Engineers of Ireland in 1887 that speed of construction was remarkably short and led to "many failures in masonry, bridges, etc.".
The railway proved expensive to build, the final cost being under a little under £60,000 per mile in total, Murray in 1938 commenting that this rate per mile was one of the highest ever.
Trials and first train
One of the earliest tests was with a horse pulling a single carriage carrying directors and friends on 31 July 1834; at that stage with only a single line laid throughout. The D&KR claimed that trials expected in September were delayed due to the risks to labourers still working on the line. The first recorded train with invited passengers on 4 October 1834 was hauled by the engine Vauxhall and ran as far as the Williamstown Martello Tower at what is now Blackrock Park before returning. The engine Hibernia on 9 October 1834 hauled another train of invited passengers composed of eight carriages and in this case traversed the whole length of the line and back. Plans were made to introduce a service on 22 October 1834 but storms and flooding damaged the line including wrecking the bridge over the River Dodder and this led to delays for repairs.
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Newspaper advertisements of an hourly service and fares for one shilling, eight (old) pence and six pence for first, second and third class respectively indicated the service was to start on Wednesday 17 December 1834. At 9 o'clock on the appointed date the locomotive Hibernia departed with the first train of the day from Westland Row. Throughout the day a total of nine trains of between eight and nine carriages were run, all "full to overflowing", and with a total of almost 5,000 fare paying passengers conveyed.
A timetabled regular service was introduced from January 1835.
1837 Kingstown extension
When the plan was prepared for the original line, the D&KR expected that a new wharf was to be completed near their planned terminus at the West Pier at the old harbour. However, Liverpool and Holyhead packets had begun using a jetty at the East Pier, and the location of the new wharf was moved 0.5 mi (0.8 km) eastward to avail of the deeper water needed for steamships; Victoria Wharf opened in 1837. Thus the D&KR had a need, even as it was being built, to extend towards the East Pier and there were thoughts of extending to Dalkey and even to Bray. An 1833 bill to extend to Dalkey evoked strong opposition from many quarters including canal proponents and local property owners, with Thomas Gresham making the strongest impact. With the failure of the previous bill and following careful negotiations, Pim was able to present and get passed a new act of Parliament, the Dublin and Kingstown Railway Act 1834 (4 & 5 Will. 4. c. xxvii), in May 1834 for an extension to Kingstown only. This cut across and isolated a good section of the Old Harbour, ran also beside the existing Dalkey Quarry tramway and also required demolition of a Martello tower and battery in May 1835 before Dargan started work on the extension in May 1836. The line extension to Dún Laoghaire station's current location was announced complete on 13 May 1837, and a directors' special train ran in 13 minutes from Westland Row on that date.
Dalkey atmospheric
With the substantial construction of most of the pier at Kingstown complete by 1836, the D&KR made an unsuccessful attempt in 1838 to apply to use one track of the Kingstown to Dalkey Quarry stone tramway for horse-drawn trams to Dalkey. In 1842 James Pim observed the Samudas and Clegg demonstration atmospheric railway at Wormwood Scrubs. With both parties agreeing the mutual advantages of a commercial trial of an atmospheric system between Kingstown and Dalkey and funding assisted by the Board of Public Works, transportation trials began on 18 August 1843 with the full public opening on 29 March 1844. The atmospheric operated for about 10 years, and while having some advantages there were ultimately cost and other disadvantages and the operation of the service by the small Princess locomotive during a bad breakdown between 23 December 1848 and 5 February 1849 demonstrated the potential of working the line by conventional locomotives. The final atmospheric train ran on 12 April 1854 when the D&KR handed the line to the D&WR as part of an 1846 agreement for the D&KR to lease their line. The D&WR, who began running services from Bray to Dalkey and Dublin Harcourt Street on 10 July 1854 then rebuilt the Dalkey Kingstown section to 5 ft 3 in (1,600 mm), removing the height restriction, and re-opening in October 1855.
July 1856 operational handover
The D&KR lease to the D&WR came into operation on 1 July 1856, with the D&KR receiving compensation for all operational equipment. Some engines had already been converted to 5 ft 3 in (1,600 mm), and the D&WR proceeded to convert the whole line from 4 ft 8+1⁄2 in (1,435 mm) standard gauge to the 5 ft 3 in (1,600 mm) compatible with the rest of the D&WR. Track gauge conversion was done in 1857 at a cost of £38,000.
Aftermath
Conversion to 5 ft 3 in (1,600 mm) enabled the D&KR to begin a Westland Row to Bray service which the former D&KR section became part of. The D&KR, who were now lessors only, initially believed the D&WR were favouring services on the Harcourt Street Line but this resolved over time. May 1897 saw a Wexford mail train service terminating at Westland Row rather than Harcourt street, this being the start of services south of Bray. The extension to Carlisle Pier was opened in 1859. The opening of the Dublin Loop Line in 1891 enabled commuter services to be extended to Amiens street.
On the 1 January 1925 grouping, both the D&KR and D&SER were absorbed into the GSR. Westland Row became the Dublin station for the former Midland Great Western Railway main line services upon the closure of Broadstone in 1937. Ownership moved to CIÉ in 1945 and main line services to Wexford transferred from Harcourt Street prior to that lines closure in 1958. Introduction of the high frequency DART services in the late 1990s saw the move of mainline services from Pearse to Connolly.
From Wikipedia’s article on Dublin and Kingstown Railway, shared under CC BY-SA 4.0.3