The Dublin and Kingstown Railway (D&KR), which opened in 1834, was Ireland's first passenger railway. It linked Westland Row in Dublin with Kingstown Harbour (Dún Laoghaire) in County Dublin.
The D&KR was also notable for a number of other achievements besides being Ireland's first passenger railway: it operated an atmospheric railway for ten years; claimed the first use of a passenger tank engine; was the world's first commuter railway and was the first railway company to build its own locomotives.
On 30 June 1856 the Dublin and Wicklow Railway (D&WR) took over operation of the line from the D&KR with the D&KR continuing to lease out the line. The D&WR had formerly been known as the Waterford, Wicklow, Wexford and Dublin Railway (WWW&DR or 3WS). It changed its name to the Dublin Wicklow and Wexford Railway (DW&WR) in May 1860 and was ultimately renamed the Dublin and South Eastern Railway (D&SER) in 1907, a name which was retained until the amalgamation of the D&KR and D&SER with the Great Southern Railways on 1 January 1925. As of 1974, its independent existence of over 90 years by a railway company was only exceeded in the British Isles by the Great Western Railway and the Londonderry and Lough Swilly Railway.
History
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.
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.