Concrete Bridge across River Barrow

Foundations for what was the then longest reinforced concrete bridge in Ireland were laid in June 1917. It was part of the work on the Athy Wolfhill railway line which had been authorised by the British government under the 1871 Defence of the Realm Act to relieve wartime scarcity of fuel. Work had started on extending the railway line to the Wolfhill coalmines from months previously. Men from Dublin and Belfast were brought to Athy to join the local workers with the promise of 30 shillings per week and free bed for a 60 hour week. The Dubliners soon went on strike, seeking a wage increase of 8 shillings per week and a reduction in the working hours. The Athy men did not join the strike which was eventually settled when the workmen agreed to terms of 5 shillings and 6 pence per day, with some reduction in the work hours. By September 1917 with so many local men, encouraged by the generous separation allowances, having enlisted in the British Army, the local Urban District Council petitioned the chief engineer on the railway project to release 200 men for a short period to help farmers during the harvest. The bridge across the River Barrow was nearing completion in January 1918 but as the entire railway line extension project neared completion on 14th February 1918 the workers went on strike again. Up to 200 men marched through Athy in what was an unsuccessful attempt to get the Athy workers to join the strike. Following the intervention of Denis Kilbride M.P. and his colleague P.J. Meehan of Portlaoise the strike was called off in order to allow the Board of Trade to decide on the workers’ demands. The work continued in time for the Athy Wolfhill line to be opened on 24th September 1918. Operated by the Great Southern and Western Railway Company, the Wolfhill line was in constant use for only a few months as the 10 mile long railway line gave access to the coal pits at Gracefield and Modubeagh. With the end of the Great War the anthracite from the Wolfhill pits and from the Deerpark colliery in Castlecomer, which latter coalmine was served by a newly built railway line from Kilkenny became less commercial to mine. The Castlecomer railway line which opened approximately one year after the Wolfhill line, was the last substantial standard gauge branch line to be built in Ireland. Both railway lines were in charge of the English Board of Works until 1921 when British Government control of the Irish railways ended. In 1924 the Irish Free State government required the different Irish railway companies to amalgamate and the Great Southern and Western railway company which operated the Dublin Waterford line and its various branches became the largest partner in the newly formed Great Southern railway. The railway line to Wolfhill was taken out of use on 12th July 1930, while rail services to Ballylinan continued until 1st April 1963. With the opening of the cement factory in Mullery’s field in 1936 a small branch line was opened to serve the factory which was supplied with material from its sister factory in Drogheda. This branch line closed a few years ago on a date which I would like any of my readers to confirm. Last week the new bridge over the River Barrow as part of the outer relief road began to take shape. Two massive steel girders were moved into place on the south side of the old railway bridge 104 years after the workmen of 1919 had completed their work. It created an enormous amount of interest, with photographs and videos appearing on Facebook and elsewhere recording what is a local historic event. It made me think back to the Planning Appeal hearing in March 2005 to consider objections to Kildare County Council’s plan to erect a bridge across the River Barrow at the rear of the Courthouse as part of the inner relief road project. I engaged with the Planning Inspector and the County Council’s expert witnesses for more than a week during the hearing as I presented a case for the outer relief road, rather than the inner relief road planned by the Council. The County Council inner relief road proposal was to many people in Athy, but not to all, a hopeless attempt to solve the increasingly difficult traffic problems in the town. The outer relief road was the preferred option of the majority of people in Athy, but the County Council would not listen to the local people and with the assistance of a slim majority on the Urban District Council insisted on pressing ahead with a road which would have left all traffic including huge HGV’s travelling through the centre of our town. An Bord Pleanala accepted the strength of the arguments regarding the preference for the outer relief road and for the first time in planning history rejected a local authority’s road plan. It has taken almost 50 years to get the relief road in place and with it comes an opportunity for local businesses to make Athy’s town centre an attractive place to visit and to shop. Writing of bridges reminds me that it is almost 30 years since the issue of a pedestrian bridge from Woodstock across the Barrow to its east side was first raised. Since then the Athy schools on the east side have increased to include all the schools, primary and secondary, in the town. There is an urgent pressing need for a pedestrian bridge to be put in place. Can we look forward to having this essential structure put in place before too long.