During the latter years of the 19th Century many extensions were mooted to these tramways some of which never saw the light of day. On the 30th August 1889 an Order-in-Council was issued by Dublin Castle authorising the building of three extension lines to the Dublin and Lucan Steam Tramway:

Tramway 1. From the D & L.S.T. terminus in Lucan to a point 40 yards short of the Ordnance Survey bench mark at the west side of Leixlip Bridge

Tramway 2. From the latter point to the gateway of Rowe's flour mills at St. Catherine's Park, Parish of Newtown, Leixlip.

Tramway 3. From a junction with Tramway 1 where the Leixlip and Celbridge roads bifurcate, via Donacomper to a point near the north-west corner of James Fay's house (east of the River Liffey).

While it is not recorded when the Leixlip line opened, it was in operation by 30th June 1890. The Dublin and Lucan Steam Tramway was responsible for its operation.

The Celbridge line was never built and the Leixlip line never extended beyond the bridge over the River Liffey. The running time from Conyngham Road to Leixlip was 50 - 55 minutes on weekdays and 60 - 65 minutes on Sundays. The steam service between Lucan and Leixlip ceased to operate at the end of October 1897.

Other extensions had also been considered; a proposal was made to the Grand Jury at the Spring Assizes of 1897 to build an electric line from Celbridge to Clane and Donadee. The gauge to be 3 foot 6 inches and a power station was planned at Mainham, in the townland of Richardstown. An extension to Robertstown, via Prosperous, to link up with the canal services was also envisaged with its own power station.

However opposition to the plan was soon became apparent. At a meeting held in Clane Courthouse in February 1897 the following resolutions were unanimously passed:

1. That the tramway was unnecessary, as sufficient facilities were already provided by both the G.S. & W.R. and the Grand Canal, who delivered goods to the doorstep.

2. That the presence of such a line on the main road would render difficult the driving of cattle.

3. That from the point of view of revenue prospects, the furnishing of a Baronial guarantee would be decidedly risky.

As no further reference to this scheme can be found it is obvious these objections succeeded.

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