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The
Belfast
& County Down Railway
A
Brief History
The
first portion of the Belfast & County Down Railway to be opened was
that along the shore of Belfast Lough, from Belfast to Holywood, which was
opened for traffic on 2nd August, 1848.
At that time the main line, which was to run through the suburbs of
Ballymacarrett, Bloomfield, Neill's Hill, and Knock, had been constructed
as far as Dundonald. This
line was continued to Comber, where it swung northwards towards
Newtownards, and this entire section was opened on 6th May, 1850.
The main line beyond Comber was much more difficult to construct because
of the numerous rock cuttings required, and it was not until 10th
September, 1858 that the line from Comber to Ballygowan, Saintfield, and
Ballynahinch was officially opened, with services commencing on the
following Monday, 13th September.
Meanwhile, construction had commenced at Downpatrick, and the
connection with the operational part of the system was made at
Ballynahinch Junction in the early part of 1859, the line being opened for
traffic on 23rd March, 1859.
The Newtownards line was later extended to Donaghadee, with the first
trains running into Donaghadee on 3rd June, 1861.
The line from Holywood to Bangor was opened in May, 1865 by the
Belfast, Holywood & Bangor Railway Company, who in the meantime had
purchased the Belfast - Holywood portion from the B.& C.D.R.
The entire Belfast - Bangor line reverted to B.& C.D.R.
ownership in 1884.
Construction of the main line from Downpatrick to Newcastle was undertaken
by the Downpatrick, Dundrum & Newcastle Railway Company, and was
opened on 25th March, 1889. The
D.D.& N.R. was associated with the B.& C.D.R. through directors
common to both boards, and from the beginning was worked by the parent
company, being eventually purchased outright in 1891.
The
Downpatrick, Killough & Ardglass Railway was incorporated in 1890 by
the B.& C.D.R., who were also to operate and maintain it.
Construction was aided by government grants, and it was opened for
fish traffic on 31st May, 1892, the first passengers being carried on 8th
July.
Simultaneously
a loop line was built across the Quoile Marshes outside Downpatrick,
enabling trains to run through between Belfast and Newcastle, without the
necessity of engines having to run round their trains at Downpatrick.
The
last section of the B.& C.D.R. to be built was an extension from
Newcastle to Castlewellan, which was opened on 24th March, 1906.
This line was of no use what-so-ever to the B.& C.D.R., but was
built in self-defence in a vain attempt to prevent the Great Northern
Railway from gaining access to Newcastle.
In the end the government granted the G.N.R.(I) running powers over
the 'County Down line into Newcastle, whilst the B.& C.D.R. were given
running powers, which they never exercised, over the G.N.R.(I) tracks to
Ballyroney.
In the early 1900's the B.& C.D.R. was one of the most prosperous
railways in the whole of Ireland, when for a period of over 20 years the
dividend on ordinary shares stood at 6½%.
Like all other railways in Ireland however, the 'County Down was to
suffer from the development of road transport.
In the years between the two World Wars the situation became
desperate, and the intervention of the government was sought by all the
railway companies in an attempt to beat off the challenge of the road
transport operators. The
government's answer was Nationalisation!
As a result of the government's intervention, the Ulster Transport
Authority came into being on 2nd September, 1948.
The new Authority was to absorb the Northern Ireland Road Transport
Board; the L.M.S.- N.C.C.; and the B.& C.D.R.
The independent existence of the B.& C.D.R. therefore came to
an end at midnight on 30th September, 1948 when it was merged with the
N.I.R.T.B., and within a few months the U.T.A. announced its intention to
close most of the rail system.
On
15th January, 1950, the main line from Comber to Newcastle, along with the
branches to Ballynahinch and Ardglass, were closed to traffic.
On 22nd April, 1950 the main line between Ballymacarrett Junction
and Comber, along with the branch from Comber to Donaghadee, was closed.
The tracks were eventually lifted following the passing of an
‘Abandonment Order’ by the Stormont government in June 1953.
The Newcastle - Castlewellan line remained open until the G.N.R.(I) line
was closed on 2nd May, 1955, leaving the Belfast - Bangor branch, now
operated by Northern Ireland Railways, as the sole surviving portion of a
once prosperous system.
Ballynahinch
Junction in the 1930s.
The
train on the right is the main line train to Newcastle.
To
the left the engine of the Ballynahinch Branch train has just run round
its
carriages
and is backing up to them for the journey to Ballynahinch.
Queen's
Quay Station, Belfast - the headquarters of the Belfast
& County Down Railway,
photographed
in 1949 looking down Platforms 1 and 2.
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Chronology
of Events
26th
June, 1846.
Act
of Parliament passed incorporating the Belfast & County Down
Railway with authorisation to build a line from Belfast to Downpatrick
with branches to Holywood, Newtownards, Bangor and Donaghadee.
2nd
August, 1848.
Line from Belfast to Holywood opened to traffic.
6th
May, 1850.
Line
from Ballymacarrett Junction to Newtownards via Comber opened to
traffic.
1857.
First
six-wheeled carriages purches – All carriages had previously been
4-wheeled.
10th
September, 1858.
Line from Comber to Ballynahinch opened to traffic.
23rd
March, 1859.
Line
from Ballynahinch Junction to Downpatrick opened to traffic –
Ballynahinch Junction station became a working junction.
25th
May, 1860.
Act
of Parliament passed incorporating the Belfast, Holywood & Bangor
Railway with authorisation to build a line from Holywood to Bangor
joining the Belfast & County Down Railway’s line at Holywood.
3rd
June, 1861.
Line
from Newtownards to Donaghadee opened to traffic. There were great
hopes for the future of this branch which was the Irish terminal of
the Donaghadee – Portpatrick mail boat service. The route however
was abandoned in 1867 in favour of the more sheltered Larne –
Stranraer crossing.
1st
May, 1865.
Belfast, Holywood & Bangor Railway opened from Holywood to Bangor.
22nd
August, 1865.
Belfast
– Holywood line of the B.& C.D.R. purchased by the Belfast,
Holywood & Bangor Railway.
10th
August, 1866.
Act
of Parliament passed incorporating the Downpatrick, Dundrum &
Newcastle Railway.
25th
March, 1869.
Line
from Downpatrick to Newcastle opened to traffic and operated by the
Belfast & County Down Railway on behalf of the Downpatrick,
Dundrum & Newcastle Railway.
13th
May, 1871.
A
serious accident occurred at Ballymacarrett Junction when a Belfast
bound train approaching the junction on the main line collided with a
derailed engine. Two passengers were killed and 55 injured.
22nd
August, 1881.
Downpatrick,
Dundrum & Newcastle Railway purchased by the Belfast & County
Down Railway.
14th
July, 1884.
Belfast,
Holywood & Bangor Railway purchased by the Belfast & County
Down Railway.
31st
May, 1892.
Downpatrick – Ardglass line opened for fish traffic.
8th
July, 1892.
Downpatrick
– Ardglass line opened for passenger traffic. Downpatrick Loop Line
opened for traffic.
May,
1893.
Belfast
to Bangor steamboat service (The Bangor Boat) inaugurated with the
vessel "P.S. Slieve Donard".
July,
1898.
Slieve
Donard Hotel, Newcastle opened. This was described at the time as
"the largest and finest hotel in Ireland". It was the first
hotel in Ireland to be lighted completely by electricity.
August,
1903.
Road motor service from Newtownards Station to Ards Peninsula introduced.
24th
March, 1906.
Line
from Newcastle to Castlewellan opened for traffic. The company also
had running powers over the Great Northern Railway (Ireland) line from
Castlewellan to Ballyroney.
May,
1905.
Belfast – Holywood Railmotor service introduced.
1906.
Third Class carriages fitted with cushioned seats.
29th
September, 1915.
Termination of Belfast – Bangor Steamboat service.
1st
August, 1916.
Newcastle – Kilkeel motor bus service introduced.
1st
January, 1917.
Government took control of Irish railways.
19th
February, 1919.
Communication
received from the Admiralty to the effect that the "P.S. Erin’s
Isle" had been mined and sank while under commission as a
minesweeper. Thereby ended the company’s interest in
steamboat operation.
15th
August, 1921.
Government control of Irish railways ended.
1926.
Sykes automatic type banner signals introduced on the Bangor line.
26th
May, 1927.
Donaghadee – Ballywalter motor bus service introduced.
October,
1928.
Belfast – Holywood motor bus service introduced.
1933.
First Diesel locomotive supplied by Harland & Wolff.
1st
October, 1935.
Road services transferred to the Northern Ireland Road Transport Board.
1st
August, 1944.
Management
of the Belfast & County Down Railway became the responsibility of
the Great Northern Railway (Ireland).
10th
January, 1945.
A
second serious accident occurred at Ballymacarrett Junction. An early
morning railmotor train from Holywood, with a heavy bogie coach in
front of the engine, ran into the rear of the 7.10 am train from
Bangor which had been halted at the Ballymacarrett outer home signal.
23 passengers were killed and 24 injured. Compensation amounted to
£75,000.
1st
October, 1948.
The
Belfast & County Down Railway became part of the newly formed
Ulster Transport Authority.
16th
January, 1950.
The
main line between Comber and Newcastle, along with the branched to
Ballynahinch and Ardglass, closed to all traffic.
24th
April, 1950.
The
main line between Ballymacarrett Junction and Comber, along with the
branch to Donaghadee, closed to all traffic.
August,
1951.
The
Ulster Transport Authority introduced 3-car Diesel multiple units onto
the Belfast – Bangor line.
June,
1953.
Stormont
government authorised abandonment of the closed routes of the former
Belfast & County Down Railway.
26th
November, 1953.
First day of complete Diesel operation on the Belfast – Bangor line.
2nd
May, 1955.
Newcastle
– Castlewellan line closed by the Great Northern Railway (Ireland)
when through services between Lisburn and Newcastle were withdrawn.
January
and June, 1956.
Steam
locomotive stock of the Belfast & County Down Railway auctioned as
scrap by the Ulster Transport Authority, with the exception of 4-4-2T
No. 30, which now rests in the Ulster Folk & Transport Museum at
Cultra near Belfast.
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The
‘County Down Railway
and
The
Battle of the Boyne
It may seem to be a strange
link, but recent research has in fact identified a link, albeit tenuous, between
the Belfast & County Down Railway and the Battle of the Boyne in 1690.
The story
begins in France in the late 1600s when, after the revocation of the Edict of
Nantes in 1685, many French protestant families were forced to abandon their
homes and flee, many to Holland, and many to Ireland.
Amongst those
who fled to Holland were three brothers, Nicholas, Daniel and Boisgonval de La
Cherois, who fled from the province of Champagne, and who were enrolled into the
army of William Prince of Orange, where they were granted commissions of equal
rank to that which they had held in France.
On fleeing from France they were accompanied by their two sisters, Judith
and Louise. They travelled on
horseback by night, with what jewels and possessions they could carry being
hidden in their clothes.
Whilst in
Holland they became acquainted with the Crommelin family.
The Crommelin’s were French Huguenots, a wealthy family that had been
involved in the Linen industry for more than 500 years, and who owned extensive
estates at Armandcourt in Picardy.
Nicholas de
La Cherios married Marie Crommelin, sister of Louis Crommelin, who was later
employed by William III to introduce the process of Linen Manufacturing into
Ulster, whilst her cousin Angélique married Daniel de La Cherois. The three brothers accompanied Prince William to
Ireland in 1690 and fought at the battle of the Boyne.
Nicholas was made a Lieutenant Colonel and rewarded with 1500 gold crowns
for his heroic actions during the campaign, but Boisgonval was killed at
Dungannon.
Daniel,
the third brother, and his wife Angélique had one child, a daughter whom they
named Marie Angélique Madeline who in turn married, firstly a Merchant called
Philippe Grubiere, and later, in 1721, the Honorable Thomas Montgomery, fifth
Earl of Mount Alexander. They
had no children, and following her second husband’s death in 1750, Marie Angélique,
now Lady Mount Alexander, found herself in sole possession of the remains of the
vast Montgomery Estates in County Down.
Having no
children, when Marie Angélique died in 1770, she left her County Down estate to
two cousins, each of whom received equal shares.
Her first cousin, Samuel de La Cherois, inherited the Donaghadee portion
which included the Manor House, and a considerable portion of lands. The other cousin was Nicholas Crommelin who inherited
the Carrowdore Estate. Having
no sons of his own, Nicholas in turn, passed the estate to his younger cousin,
another Samuel de La Cherois, on the condition that he assumed the name
Crommelin. This he did, and
so by 1804 became head of the de La Cherois-Crommelin branch of the family.
Samuel and
his wife had one son, Nicholas, who was born in 1783.
In 1805 he was commissioned as a Lieutenant in the Antrim Militia, and
married Miss Elizabeth Mullins, daughter of the 2nd Lord Ventry, whom
he married in 1810.
After the
death of his father in 1816, Nicholas and Elizabeth decided to move to
Carrowdore, and commenced the construction of Carrowdore Castle in 1818.
The castle was ready for occupation by 1820, but a few days after they
moved in Elizabeth died after giving birth to a son who was born prematurely.
Carrowdore
Castle about 1870
Nicholas
apparently took his position in Carrowdore very seriously, and played a
prominent role in the local area, acting as High Sheriff and DL for County Down,
gifting the land for the building of Christ Church Carrowdore, and for the
building of the Presbyterian Meeting House.
He also contributed towards the building of the Schoolhouse in Carrowdore
village. In 1847 he left
Carrowdore to live in Cushendun, and his eldest son, Samuel Arthur Hill de La
Cherois-Crommelin rented the castle from him, where he lived with his younger
brother, also Nicholas, who was a prominent figure in the Linen business.
In 1884
following the death of their father, the Castle and remaining lands at
Carrowdore passed to his third son Frederick Armand de La Cherois-Cromellin, who
died in 1902 at the age of 31, and with his passing the male line of the de La
Cherois-Cromellin family came to an end.
A sale of the contents of the castle was held in 1902, and for some years
the property was leased to various occupants before eventually being sold in
1931.
But where do we find the link with the Belfast
& County Down Railway?
To find the link we need to go to the Prospectus
issued at the formation of the Belfast & County Down Railway in 1845, when
we find listed as one of the promoters, and indeed a member of the Provisional
Board of the company, one Samuel Delacherois Crommelin, Esq., J.P., D.L., whose
address is given as Carrowdore Castle, Donaghadee.
Samuel was associated with the B.& C.D.R. for over 30 years, and the
last reference we find of him in relation to his working involvement with the
company, is in the Annual Report of the Directors, and Statement of Accounts for
the half year ended 30th June, 1875, where he is listed as a Director
of the company.
According to the Report Samuel Crommelin was due to
vacate his position as a Director in February, 1878.
In the next half-yearly Statement for 31st December, 1875
however, we find that, due to the poor financial state of the company, a new
Board was appointed on 1st October, 1875, which did not include
Samuel Delacherios Crommelin, or indeed a number of the other Directors who had
served on the Board prior to 1875.
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