Inchicore Railworks
Inchicore, a historic area of Dublin, Ireland, has a recorded past stretching back centuries. While definitive population figures for its earliest days are scarce, glimpses into its demographic makeup can be found in historical documents. One such document is Sir William Petty’s Census of 1659, a significant undertaking that aimed to survey the population of Ireland after the Cromwellian conquest.
According to this census, Inchicore was a very sparsely populated settlement. The 1659 enumeration indicated a total of eight residents: three of English descent and five of Irish descent. This small number highlights the rural and undeveloped nature of Inchicore at that time, likely consisting of only a few scattered dwellings or agricultural holdings.
A mere two years later, by 1661, the population of Inchicore appears to have undergone a dramatic and somewhat puzzling decline, with records indicating only one resident. The reason for such a sharp decrease within such a short timeframe is not immediately clear from these brief census notations alone. It could be attributed to various factors prevalent in 17th-century Ireland, such as:
- Migration: Individuals or families might have moved to other areas in search of better opportunities, land, or security.
- Disease: The 17th century was a period marked by frequent outbreaks of disease, which could have significantly impacted small, isolated communities.
- Socio-political upheaval: The aftermath of the Cromwellian wars continued to affect the landscape and populace of Ireland, leading to displacements and instability.
- Recording inaccuracies: It is also possible that the later record was incomplete or only captured a specific subset of the population, leading to an underestimation.
These early population figures, though limited, provide valuable insights into the nascent stages of Inchicore’s development, painting a picture of a humble settlement that would eventually grow and transform, particularly with the advent of industrial developments like the Inchicore Railworks in later centuries. Further research into local land records, parish registers, and historical accounts from this period could potentially shed more light on the lives of these early inhabitants and the factors influencing their presence or absence in Inchicore.
In the 1840s, Lord Cloncurry (Valentine Brown Lawless) – the proprietor of the Kilmainham Estate, sold development land to the Great Southern and Western Railway (GSWR). After 1844, the GSWR developed the Dublin to Cork Railway line and built a Railway Works to equip and service the company. It was the single largest industrial development in the estate in the nineteenth century. It transformed the outer lying districts of Inchicore and Jamestown, from agricultural land to an industrial suburb. The “Works” had a huge social influence on the people living in the area.
In 1846, the first section of the railway line, from Kingsbridge (modern Heuston Station) Dublin to Carlow, opened for business. In the next half century, the GSWR became the largest railway in Ireland. By 1900, it carried four million passengers annually. The trains ‘shrank’ distances and the time spent travelling, even more than the stagecoaches and canals previously had.
After 1846, competition from the railways threatened the viability of the turn-pike roads and canals. In the first Quarter after the Dublin to Carlow rail line opened, revenues on the Dublin to Kilcullen toll road collapsed. By 1858, turnpike roads were abolished in Ireland. The Grand Canal negotiated freight rates for heavy goods with the GSWR, and avoided obsolescence.
After 1850, the GSWR constructed the Inchicore Railway Works. The Works serviced the steam (later – diesel) engines, assembled and fitted-out carriages, made uniforms and other sundries. At its peak, it employed 2,000 workers, including: boilermakers, fitters, brass finishers, blacksmiths, coppersmiths, tinsmiths, moulders, carpenters, carriage and wagon makers, painters and upholsterers. The company built a walled-estate to house the influx of workers – rent was deducted at source from their wages, and termination of employment signalled the end of tenure.
Horse and Electric Trams
The skilled workforce and cluster of engineering workshops continued to attract new industries into Kilmainham-Inchicore. In 1878, a new tram route connecting the city with Inchicore commenced. The service terminated at the Black Lion, the former coaching inn. The tram company built a depot on the Spa Road near the terminus, to service cars on the line. In 1881, several transport companies merged to form the Dublin United Tramways Company (DUTC). In the next decade, the DUTC built a Tram-Works on Spa Road in Inchicore to assemble and service its fleet. The Tram Works at Spa Road copper-fastened Inchicore’s reputation as a community with an industrial economy. Between 1899 and 1901, the DUTC electrified all its trams. At its peak the DUTC had over 60 miles (97km) of tramlines around the city. In the last quarter of the 1800s, the Railway-Works and Tram-Works brought rapid population growth, industrial development and a level of pollution in Inchicore and Kilmainham that threatened public health.
In 1920, dockers and railway workers engaged in the Munitions Strike, refused to handle military and police cargo. The strike forced all military transport (heavy weapons and personnel) off the railways and onto the roads. Government forces began to use large numbers of motor vehicles against the separatists. They deployed new forces known as the Black and Tans and the Auxiliaries, to reinforce the local constabulary. The IRA responded by attacking cars and trucks on the road, turning their opponents’ freedom of movement into a weakness.
On the night of 6th March 1921, an IRA force estimated at about 80 Volunteers captured the Inchicore Railway Works. They secured the entrances and held the night-shift workers while they loaded steel plates for armoured cars onto railway lorries. They drove away with the steel and destroyed it before it could be used. There were no recorded casualties.
Liam O’Meara notes that in the Irish Civil War, the irregulars (anti-Treaty soldiers) frequently attacked the train system, derailing trains and sabotaging tracks, attacking stations, and destroying bridges. He noted two instances of sabotage at the Inchicore Works:
- On 17 July 1922 an armoured locomotive under construction was damaged and put out of action.
- In December 1922, a locomotive under steam was allowed to run off through the shed gates smashing into armoured cars under construction at the works.
The Hooter:
Life at Inchicore Railworks was dictated by the distinctive sound of the “hooter,” a powerful horn that signaled the rhythm of the workday. Its blasts resonated through the community, shaping the lives of the workers and their families. At 7:30 am, the first hoot sounded, a gentle yet firm wake-up call for those who lived nearby, preparing them for the day ahead. This was followed by a more insistent hoot at 7:55 am, a clear warning to be ready for the 8 am start. The final 8 am hoot marked the official beginning of work, sending a clear message across the railworks that the day’s tasks had commenced.
Lunchtime brought a welcome respite, announced by a sharp blast at 1 pm, allowing workers to down tools and enjoy their midday meal. At 1:45 pm, another hoot signaled the end of the break and the resumption of work. The close of business was marked by a final hooter at 5:15 pm, a sound that brought relief and anticipation for the evening ahead. However, not all hooting sounds were routine. A continuous hooting indicated a serious emergency – either a fire had broken out or an accident had occurred on the premises, triggering immediate alerts and responses. Significantly, the hooter remained silent at the weekend, a clear demarcation between the demands of work and the freedom of leisure.
The railworks operated with a surprising degree of flexibility and urgency. It was not uncommon for men to be dispatched to bang on the front doors of their work colleagues, summoning them to the railworks at short notice when unexpected demands arose. This on-call system underscored the critical nature of their work and the need for immediate responsiveness.
Beyond the railworks itself, the reach of Inchicore extended across the country through its goods trains. Drivers often embarked on multi-day journeys, transporting essential goods and materials. These trips frequently necessitated overnight stays in lodgings in various towns, with drivers returning to Dublin up to two days later. Such extended absences were a routine part of their job, highlighting the commitment and travel required of those who kept the country’s rail network functioning.
The Inchicore Works built a village around the industry where people worked, lived and socialised. The economic isolationism of the 1930s saw a decline in the Irish economy. Kilmainham, Inchicore and Goldenbridge retained industry The Railway Works, Tramworks was replaced by buses, and other smaller businesses. The rate of employment was comparatively stable, a level of prosperity and a greater disposable income.
Housing:
Houses with gardens were provided in and around the works for workers. Residents kept ducks, hens, pigeons and grew vegetables for their families. Rents were deducted from an employee’s wages. Upon the death of an employee, the house returned to the Works, often leaving a widow and children without a roof over their heads. Families often had to find accommodation elsewhere in Inchicore. This practice stopped in the 1970’s when C.I.E allowed workers to purchase their homes.
References:
- Old Inchicore and Kilaminham; Commemorative Issue 2021, Maddock A, O’Meara L, Sweeney V.