Spring Assizes

The Galway Express, Saturday, April 5th, 1884

The following reports, on the various lines of Tramways, were submitted to the members of the grand jury during their sitting, by the County Surveyors for the East and West Ridings, but pressure on our space prevented us giving them at the time:—
Galway, Oughterard and Clifden Steam Tramways
A.D. Johnston, Engineer.
Spring Assizes, 1884

Mr. Foreman and gentlemen of the grand jury — This application is for a guarantee for a Tramway from Galway to Clifden. It is divided into two sections.
No. 1 commences at Mr. Moon's corner in Galway and ends at Oughterard. No. 2 begins at the end of No. 1 and terminates in Clifden. The total length is 48 miles, 5 furlongs, 3 chains.

The steepest gradient is 1 in 25 and the sharpest curve has a radius of 1 chain.

It has been suggested that, in cases where it is doubtful whether the amount of traffic would justify the cost of a railway, a tramway might be made as the side of a public road with the intention to fence it in and work it as a railway, when traffic would have considerably developed. It is only on this view that I would approve of a tramway from Galway to Clifden, and therefore, the ruling gradient to be made 1 in 38 in place of 1 in 25 as at present, and I recommend all curves, except in town, to have at least a radius of 10 chains. In towns I would allow 2 chain curves where the tramway could never be fenced off, and must always be worked as a tramway.

I recommend that the tramway shall be constructed like an ordinary railway, with cross sleepers and rolls (50 lbs. (steel) to the yard) freely assessable for the repairs and packing of the permanent way. A proper fence should be made along the outer edge of the line, and proper regard should be had to provide for the accommodation of occupiers along the tramway side of the road. The ballast should be retained next the roadway with a strong rough hammer dressed curbing; due attention should be paid to the drainage both of the tramway and the roadway; and the roadway should be left at least 16 feet wide, available for the traffic of wheeled vehicles, there should be, in addition, the width required for water table, drains, and margins.

The estimate of cost appears to me to be fair, viz — £2,500 per mile
I am, gentlemen,
Your obedient servant,
James Perry, M.E.
County Surveyor, W.R. Galway and County of Town of Galway
Galway, Oughterard, Roundstone, and Clifden, Light Railway
Nimmo and Minne
Edward Townsend Engineers

Mr. foreman and gentlemen of the grand jury — It is proposed by the promoters of the above lines of railway to make a line of railway 49 miles, 8 furlongs, and 4½ chains, commencing near the workhouse premises at Galway, and ending in the town of Clifden, and a branch line from the point 11 miles, 6 furlongs, on the main line in the townland of Toombeola, and ending in the town of Roundstone, 3 miles, 3 furlongs, and 8 chains long.

I have travelled a large portion of the proposed lines, and I have examined more of less closely the whole course of the railways.

I have been supplied with no details of the proposed works, nor have I been furnished with a detailed estimate of the cost.

If you are disposed to approve of the proposals of the promoters of these railways, it will be necessary to lay down effective conditions as you are empowered to do by the "Tramsways and Public Companies (Ireland) Act, 1993", so as to protect the interests of the public whom you represent.

In my opinion the proposal ought to include the continuation of the main line to the Galway Floating Docks, and to connect with the Midland Great Western Line. There is a proposed Tramway extension of the main line to the M.G.W. Railway terminus at Galway which I deal with in the special report upon that proposal.

I have not been empowered to employ assistance to enable me to make the examination of any of the proposed railways and tramways as complete as, in my opinion, it ought to be, and there are many things which ought to be checked and determined before I can say that I am completely satisfied with any proposal. The question of possible flooding of the lines (not in the case of the subject of this application, only it applies to all the proposals) is one of these things. In many cases I am not at all sure that the rails will be always above high water.

The curves of these lines are generally very good. There are, however, 3 curves of 12 chains radius, and there is one curve of 10 chains radius. I advise that no curve of a less radius than 15 chains be allowed upon these lines.

The gradients are also very good, and where the line is so generally easy in gradient I am inclined to advise that the few steep gradients should be flattened so as to get the advantage of fairly flat lines. I make out 8 short gradients which might be improved to make the steepest gradient one to 50 as the lines stand.

Public roads are crossed by the railway in 90 places, and it is proposed at three of these places to have bridges. It appears to me that pains have been taken to avoid building a bridge where the railway and a road intersect, and in most instances it will be found that the bridge is much cheaper than the level crossing, besides being much more convenient to the public. Substituting a level crossing for a bridge is a mode of reducing first cost and adding to the working expenses.

Neither stations nor platforms are shown; and I should much like to see details as to the protection of portions of the lines from water as near Roundstone from the wash of the sea, and at other places where the line skirts considerable lakes. I know nothing about the proposed slopes of cuttings and fillings, nor is the nature of the materials to be excavated shown.

The Grand Jury should make provision for having the construction of the lines properly supervised at every part. There should be a sufficient number of Clerks of Works appointed, and these should be altogether under my control to see that the work, in all its parts is properly done. It will be the duty of your County Surveyor regularly to inspect the Rolling Stock and the works of the railway, and it appears to me that it will be very necessary for him to supervise the new work as it appears to me that it will be very necessary for him to supervise the new work as it goes on, and to certify his approval or otherwise of any Rolling Stock provided.

The total expense of constructing the proposed lines ought not to exceed £4,000 per mile; and the total cost of a complete Rolling Stock and Repairing Shop should not exceed £20,000.

I am, Gentlemen,
Your obedient Servant,
James Perry, M.E.
County Surveyor, W.R. Galway and County of Town of Galway

Tuam and Dunmore Light Railway
S. W. O'Neil, C.E. Engineer
Spring Assizes, 1884

Mr. foreman and gentlemen of the grand jury — I know the course of the proposed railway throughout. It commences at Tuam Railway Station, proceeds for 1 furlong along the Tuam and Athenry Railway, in the direction of Athenry; it leaves this railway, with a curve of 10 chains radius increasing to a 5 chain curve and skirting a portion of the globe boundary; it crosses the road to Ballinasloe at the junction with the road to Athenry; from here it goes fairly direct across the fields to the junction with the Tuam Road and Sun street; it afterwards keeps pretty close to the public road all the way to Dunmore, leaving it as no place more than ¼ mile, and lying mostly within 1 furlong of the public road. The total length of this railway is 9 miles, 1 furlong, and 4 chains.

I have had the advantage of a conversation with Mr. O'Neill, the Engineer. As in all the other cases I object to level crossings wherever it is better to avoid them. Mr. O'Neill agrees to revise his proposals in regard to level crossings. I very much object to steep gradients. As I have elsewhere expressed myself at some length on this point it will be sufficient for me to say here that I would not approve of any steeper gradient than 1 in 4 at steepest. The country is somewhat troublesome, and the engineer deserves credit for laying down a comparatively direct line where there is considerable temptation to contouring. It will be necessary to make perfectly sure that sufficient care has been exercised to have the line always above the water in those places which are liable to floods. There are four bad curves on the line, three of 10 chains, and one of 5 chains radius. These ought to be eased in each case to a curve of 15 chains radius.

The Grand Jury should make provision for having the construction of the line properly supervised at every part. There should be a sufficient number of Clerks of Works appointed, and these should be under my control to see that the work in all its parts is properly done. It will be the duty of your county surveyor to regularly inspect the rolling stock and the works of the railway, and it appears to me that it will be very necessary for him to supervise the new work as it goes on, and to certify his approval or otherwise of any rolling stock provided.

I think this line can be made with the suggested alterations for about £4,000 per mile, and I estimate the required rolling stock as follows: —

2 Engines at	£1,600	£3,200	0	0
3 Carriages,	360	1,080	0	0
10 Waggons,	80	800	0	0
Total Rolling Stock,	£5,080	0	0

Railway complete, say

8 ¼ miles, at £4,000	£37,000	0	0
Rolling Stock,	5,080	0	0
	£42,080	0	0

My estimate assumes that everything is to be done in the most complete and perfect manner.
I am, Gentlemen, your obedient servant,
James Perry, M.E.
County Surveyor, W.R., Galway.

Tuam, Ballinasloe, and Claremorris Junction Light Railway
S.G. Frayer, Engineer
Spring Assizes, 1884 Mr. foreman and gentlemen of the grand jury — the portion of the above undertaking which lies in County Galway is called No. 1 Railway, and it measures 8 miles, 4 furlongs, 1½ chains. The proposed gauge is left blank, and estimates are furnished in some detail showing the difference between the cost of what is called broad gauge (I presume 5.3 gauge), and what is called narrow gauge (probably 3 gauge), and though I have not the necessary data to make a positive statement, my impression is that the estimates are too favourable to the broad gauge idea. The undertaking as a whole deals with 26 miles, 3 furlongs, 2½ chains, and it is for the purpose of connecting the Town of Tuam, Ballinrobe, and Claremorris.

Railway No. 1 with which alone I have to deal has nothing objectionable as to curves or gradients. The level crossings of public roads are very objectionable, as much as 8 of cutting is proposed to get a level crossing. I would also like to be satisfied that the Railway is everywhere safe against flooding.

I see nothing to prevent this No. 1 Railway being made for £4,000 a mile (including bridges) in a satisfactory manner.

Rolling stock for the whole line should be

5 Engines at	£1,600	£8,000	0	0
6 Carriages	£360	2,160	0	0
30 Wagons	80	2,400	0	0
	£13,560	0	0

Say one—third for No. 1 Railway That is £4,520 0 0

Mr. Frayer's estimate is £8,500, or nearly double my estimate.

I advise you, the Grand Jury, to lay down strict conditions in case you agree to give a guarantee for this line. I advise among other things that provision be made for having the construction properly supervised at every part. There should be a sufficient number of Clerks of Works appointed, and these should be under my control to see that the work in all its parts is properly done. It will be the duty of your County Surveyor regularly to inspect the Rolling stock and the works of the Railway, and it appears to me that it will be very necessary for him to supervise the new work as it goes on and to certify his approval or otherwise of any Rolling Stock provided.
I am, Gentlemen
Your obedient Servant,
James Perry, M.E.
County Surveyor, W.R. Galway

Craughwell and Loughrea Tramway and Light Railway
R. Price Williams
James Price Engineers

Mr. foreman and gentlemen of the grand jury — I have examined the portion of the course of the above Tramway which lies in my district. The whole length is 7 miles, 1 furlong, and the length of the portion in my district is 4 miles, 6 furlongs, 30 perches. This report only deals with the portion in which I am concerned. The steepest gradient is 1 in 25, and though this is not in my district it must be taken as the ruling gradient. This gradient would not be considered steep for a tramway, but it is to be expected that the proposed tramway, but it is to be expected that the proposed tramway will be equally important for goods and passengers, and in that view the ruling gradient ought to be as easy as possible. I am of opinion that very little trouble would give on this line a steepest gradient of 1 in 35 as the ruling gradient. Tramways are unsuitable for long trains of carriages and waggons, and high speeds are not permissible. Ordinary tramway engines are not made to pull a heavier load than about 6 tons over their own gradient of 1 in 20, and it will be seen that if the traffic is a goods traffic there will be great waste in sending an engine with driver and stoker, and with a load of goods of about 3 or 4 tons. Any steam tramways which I know are passenger lines. It has been suggested that a line might be constructed to be called a tramway at first and that afterwards when heavy traffic developed, it might be fenced off from the public road and then be worked as a railway. Tramways appear to me to be suitable for short branch lines to work a light traffic, and for purely passenger lines. If this tramway is made with a ruling gradient of 1 in 35, and its two sharp curves eased considerably, it might be profitably worked with specially designed 3 gauge rolling stock at a slow speed with trains of about 3 waggons and carriages in each. I recommend that the tramway shall be constructed like an ordinary railway with cross sleepers and rails (50 lbs steel to the yard) freely accessible for the repairs and packing of the permanent way. A proper fence should be made along the outer edge of the line and proper regard should be had to provide for the accommodation of occupiers along the tramway side of the road. The ballast should be retained next the roadway with a strong rough hammer dressed curbing; due attention should be paid to the drainage both of the tramway and the roadway; and the roadway should be left at least 16 feet wide (available for the traffic of wheeled vehicles, there should be in addition the width required for water tables, drains, and margins). I am of opinion that the work could for a sum not much exceeding the estimate of the engineers for the promoters, say £25,000.
I am, Gentlemen,
Your obedient Servant,
James Perry, M.E.
County Surveyor, W.R. Galway

Mr. Kempster's Report
To the grand jury of the county of galway, assembled at spring assizes, 1884.
Mr. foreman and gentlemen of the grand jury — A number of schemes for projected tramways or light railways have been lodged at my office during the past half—year, on which I am required by the Acts of Parliament to report to this Grand Jury.

They may be divided into two groups; the first having Mount Bellew Bridge as the central point, and the second having reference to the communication of Loughrea with the rest of the county. The plans and other necessary papers for the line between Mount Talbot Bridge and Mount Bellew, have been supplied by two different companies, who adopt the same course throughout, with very trifling exceptions.

That for which Mr. Percy Nugent is engineer, has been surveyed from Roscommon to Mount Bellew, having a total length of 18 miles, 7 furlongs, of which 11 miles are in Galway and entirely in the barony of Killian. The estimated cost of this latter part is £39,025 0s 0d at the rate of £3,600 0s 0d per mile. The tramway would start at Mount Talbot Bridge, the boundary of the county, thence by Ballygar, Closhatogher, Newbridge and Windfield, to Mount Bellew, taking the public road all along, except where judicious deviations are made to avoid sharp curves or to approach new bridges, and terminates near the Bank of Ireland in Mount Bellew. It seems to be the intention of the promoters to build new bridges, one at Mount Talbot over the Suck, and another over the Shevine. There are a few short steep gradients which may be easily reduced. The line for which Messrs Nimmo and Minns and Mr. Townsend are engineers traverses the same country. They propose by their plans to use the present bridge at Mount Talbot and also that across the Shevine. The same engineers propose to continue the tramway from Mount Bellew to the Woodlawn station of the M.G.W.R., the length of this part is 9 miles, 7 furlongs, 7½ chains, in the baronies of civilian, Tiaquin, and Kilconnell, by Castleblakeny and Ballymacward.

The estimated cost of the combined projects is £77,700 for a length of 21 miles, or £3,690 per mile. There are several sharp curves on this line which it would be desirable in construction to avoid. They are at Greenville, Castleblakeny and Ballymacward.

The gradients shown on the section, a little north of Woodlawn station, should be improved, and such improvement can easily be effected.

Another project of which Mr. Walsh is engineer, is to connect Ballinasloe to Mount Bellew.

The line passes through the baronies of Clonmacnown, Kilconnel, Tiaquin and Killian. Starting at the end of the Fair Green next the town of Ballinasloe, it follows the old coach road by Lowville, Ahascragh, Clonbrock, to Caltra, where it deviates to the north to avoid the high ground over Greenville, and joins the road again near the last named place and ends in the centre of the market place at Mount Bellew. The greater part of the old road is wide enough for a tramway without the necessity of taking additional ground, and would have the advantage of economy in construction in that respect.

The length of the line is 16¼ miles, and estimated cost £60,000 or £3,690 per mile.

It is proposed to use the old bridge at Ahascragh. I think a separate bridge should be made here, and the curve adjoining thereby improved. The gradients and curves are otherwise good.

It would be expedient to affect a junction with the M.G.W. R. station at Ballinasloe.

As regards the second group, viz—the communication with Loughrea, I will first notice the railway proposed between a station to be made at Attymon on the M.G.W.R and Loughrea. It passes through the baronies of Kilconnel, Athenry, and Loughrea: its length 8 miles, 6 furlongs, 6 chains, and estimated cost £48,600 or £5,500 per mile; it does not interfere with the public roads except at the crossings, of which there will be five: these are proposed to be level crossings, and the level of the roads will not be altered.

A tramway is proposed from Loughrea, to Craughwell, length 7 miles, 1 furlong, 0 chains, estimated cost £19,800 or £2,782 per mile. It passes through the baronies of Loughrea and Dunkellin. It will commence at the town of Loughrea, and takes the old coach road to Craughwell, 2 miles, 2 furlongs, 0 chains, are in my district in the barony of Loughrea. The road is generally favourable for the work, and the gradient and curves good. The last project or series of projects I have to refer to is called "The Loughrea District Tramways", comprising an extent of nearly 38 miles, and a cost of £201,138 or about £5,800 per mile

The series is divided into four parts—No. 1, 14 miles long, in the baronies of Athenry, Dunkellin, and Loughrea, commencing at the railway station of Athenry, running parallel for a short distance with the Athenry and Ennis Railway, until it comes out on the Loughrea Road at Boyhill, taking up the line of road to a point near Kiltullagh, with occasional deviations, and then by the Dunsandle Road to the old coach road at Cottage hill, thence northward at the back of Loughrea to the old Charter house. At this point No. 2 commences and passes through the baronies of Loughrea, Leitrim and Longford, by Kilmeen, Holyhill, Gurtymadden, Killimor, Heathlawn, to Portumna courthouse, through the town.

It will cross the present bridge at Hearnesbrook. There is a sharp curve at Lord Clanricarde's deerpark, and another at Portumna; both might be improved.

The deviations from the road on this and the last number though more expensive at first, would in the end be beneficial should the line be constructed and worked.

The gradients are fair.

No. 3 tramway would start at the end of the last mentioned and lead to the Shannon, which would have to be crossed by an independent bridge, its length is stated to be 1 mile, 0 furlongs, 6½ chains and the road nearly level.

The 4th of the series is a junction line from Attimon to Kiltullagh, 3 miles, 7 f., 5 chains in length, and forming an alternative line with the Attimon and Loughrea Railway.

Some of these lines, so far as I can judge from the deposited plans, are intended to run on the side of the road and others along its centre. No details of any sort have been furnished to me as regards method of construction.

It would appear to be desirable that any tramways which the Grand Jury may see fit to approve should be constructed on a uniform system, and in the outset that system selected most likely to be suitable to this county and its present roads.

In the able report made by my former colleague, Mr. Draper, in July 1889, on the subject and which then seemed to meet the approval of the Grand Jury, he recommended that the tramway should be made on the side of the road. I do not think I can do better than quote his words:

To lay the tramway generally upon a raided siding at the side of the road, such siding to be kerbed, and about 6 ft. wide, having a channel at the side 5 ft deep, with suitable outlets for carrying of f the surface water from the carriage way.

This siding is to be macadamised and maintained by the company, but the public are to have free access to it. In fact it will in almost every respect resemble a footpath. The least width of roadway available for the ordinary traffic is to be 18 ft. in the clear between the kerb and the opposite fence; that is to say, generally the present width of the road is not to be interfered with but on the contrary widened in parts.

Where the tramway passes through towns and villages, and at passing places, road junctions, entrances to farms, &c, it will be necessary to lay the ordinary grooved rail level with the surface of the road, and to pave between the rails and for 18 feet outside them with squared sets.

Almost all your present roads, if adopted for tramways, would require to be widened, also the bridges and culverts, and in cases of large bridges entirely new ones should be made for the use of the trains.

It strikes me that the estimates in general for the tramways are very high for the work proposed to be done. The one from Craughwell to Loughrea is much the lowest, being rather under 2,800/ per mile, a sum which ought generally to be sufficient.

If 3,000/ per mile be taken as a standard average of the cost of the works, the interest required to be guaranteed at 4 per cent, would be £120 per mile, £60 of which would be chargeable to the baronies.

Should the line pay only its working expenses, I think that the amount of the cess to meet the guarantee would probably average from 4d to 10d in the pound; but this would depend so much on the circumstances of the line, its locality, and the area on which the expenses being estimated at 50 per cent, on the gross receipts of any line, it would require a traffic producing £240 a year for each mile of tramway to keep the baronies free from taxation.

The Act of 46 and 47 Vic., cap, 43, 1883, empowers the Grand Jury to guarantee the payment of dividends at the rate of 5 per cent, on the paid up capital of any tramway, receiving from the Treasury 2 per cent in deduction; but it does not seem probable that a higher rate than 4 per cent will be sought for or given.

If the guarantee, however, be made on a high estimate, it will be practically equivalent to a higher rate of interest.

With respect to the applotment or assessment of the guarantees, the 2nd Clause of the first part of the Act states: "That the Grand Jury shall inquire into such proposal, and shall hear all parties interested and may make a presentment to be submitted to the Lord Lieutenant in Council; that such baronies, or parts of baronies, as the Grand Jury may specify, shall be chargeable, with the payment of dividends at such rate, not exceeding 5 per centum per annum, as the Grand Jury may determine, on so much of the share capital of the company as is for the time being paid up capital, as defined by the Act."

The 5th clause states that the presentment may apply to one barony only, if the Grand Jury think fit. If it applies to more than one, the Grand Jury shall determine the proportions of their liability respectively; or the presentment may provide that the proportions of such liability may be afterwards determined from time to time by arbitration or otherwise as the Grand Jury think expedient.

The mode of arbitration is set forth in the 6th clause, which directs that the Board of Trade shall appoint three persons, one of whom is to be the County Surveyor for the time being. Should the matter be left to arbitration it would be highly desirable that the Grand Jury should discuss and determine the principles which should guide the arbitrators as to the relative assessments of baronies or parts of baronies.

I have now as briefly as I could laid before you the particulars of the elaborate proposals which are to be submitted to you, with their general bearing financially and otherwise; and if there is any further information which I can give during the progress of the discussion, I shall be happy to do so.

I have the honour to be, Mr. Foreman and Gentlemen, your obedient servant.
J. F. Kempster, County Surveyor,
Charles Nugent