Historian WILLIAM HENRY looks back at the story of the Galway to Clifden Railway, whose passengers ranged from the rich and famous seeking rest and recreation in Connemara to Black and Tan soldiers seeking revenge.

The Galway to Clifden Railway line opened on New Year’s Day 1895. It was a Midland Great Western Railway Company project. The meetings to plan this new venture were held in the Railway Hotel (now the Hardiman in Eyre Square) from the early 1880s.

The work began in 1890 despite dreadful weather conditions. The government had put pressure on the company to begin work without delay. The project was mentioned as an important relief work scheme and therefore all those seeking work were to be hired by the company.

By February 1891, 500 men were employed. Many of the employees lived long distances from the work and to accommodate them, the company erected huts at various places along the line.

Charles Braddock was initially awarded the contract and promised employment for all who applied for work. However, Braddock was not very efficient when it came to paying the workforce and for some of the men, wages were irregular. Braddock also annoyed many Galway City traders by running up debts. Strikes and protests were organised against Braddock.

By July 1892, the railway company was forced to take action, and this resulted in TH Faulkner winning the contract. He proved more successful and, as work progressed, more than 1,000 men (1,500 at its peak) were employed in the construction of the railway line. As the huge force worked their way through the Connemara wilderness, a number of temporary shops were opened along the route by the contractor.

£5,000 per mile

The railway line was over 48 miles long and cost £5,000 per mile to construct. There were seven stations along the route, situated about seven or eight miles apart. There were 28 main bridges, beginning with one over Forster Street.

The Prospect Hill – Bohermore tunnel was built of limestone and red bricks; and there were a number of recesses along the interior should anyone need to stand in away from a passing train. The tunnel still exists and is hidden beneath the Bohermore Road and the Dean Hotel.

There were other railway structures in the city, including two bridges in close proximity: one over the Headford Road and the other over the Dyke Road. The River Corrib was spanned by a large viaduct, comprising of three 150-feet iron spans, supported on limestone columns.

During the construction, a number of ‘illegal’ Shebeens were also set up along the route where workers could avail of ‘illicit whiskey’. While the shops were of great benefit to the labourers and local populations, there was a mixed response to the Shebeens being opened. It seems that these places also attracted a number of unsavoury characters apart from the workers. One local priest complained bitterly about the ill-effect that poteen was having on his parishioners.

The contractor was also suffering because of illegal alcohol readily available to his workforce. Attempts were made by both parties to shut down the Shebeens, but their endeavours were without success. However, work on the railway line continued and it was only after the line was completed in 1895 that the Shebeens closed, and the men returned to their respective homes.

It seems that the closure of the Shebeens was a great disappointment to some of the locals along the route.

Pictured: Workers employed in the construction of the railway line, pictured in Maam, 1893.