Old Blarney

PART III Backing of Irish artists The artist Louis le Brocquy was involved in a lengthy correspondence with a certain John Manning on the subject. Le Brocquy, who was a supporter of the building as well as a friend of Scott, seemed to be taking an alarmist tone, perhaps to galvanise the cultural élite of Dublin in defence of the building. Throughout the summer of 1950 letters were published in the national newspapers from people like Uinseann Mac Eoin, Barney Heron, the Arts Association of Ireland and the Irish Exhibition of Living Art. These groups took the side of the building in a public and at times acrimonious debate in the letters page of the Irish Times. While the Irish arts sector rowed in behind Scott, most of them were friends or colleagues of his, and so would be expected to back him anyway. In September 1950 the magazine Hibernia published an article reviewing the debate and the history of the building in an attempt to explain the situation. It included interviews with people involved with design and architecture from outside the state. Sydney Kelly ARIBA ARIAI, who was co-author with Patrick Abercrombie of the 1939 planning report for the city of Dublin, wrote from Australia: ‘It is a public scandal of the first magnitude to convert the Store Street structure to any other purpose than that for which it was intended. I consider this structure one of the finest contemporary buildings in Europe, admirably suited for a bus terminal and one that could not be converted adequately for any other purpose as it was designed to handle the problem of heavy traffic in a capital city. It could only be suitably used for that purpose.’ As those involved in the design and architectural professions all declared their views on how great the building was, the public—or at least the letter-writing section of it—declared its opposition. One hardy soul, writing as ‘Viator’, claimed that he did not want a bus station with toilets, shops and other luxuries, even if it was an architectural triumph; a small station in Smithfield would do just as well as long as he got to his destination. Myles na Gopaleen’s ‘bust station’ The building and its attendant controversy started to become the butt of Dublin humour. Myles na Gopaleen (Brian O’Nolan, alias Flann O’Brien, who was a friend of Scott’s) suggested to Scott that if it became a women’s unemployment exchange he could always call it the ‘bust station’. John Manning submitted a short poem on the discussion: ‘Shame that our nation, Should submit this unique building to serious structural alteration, Yet one shouldn’t be too solemn, Over the change in the function of a reinforced concrete column.’ However, in the midst of all this public discussion the Corporation planning department gave CIÉ permission to develop the Smithfield site, on condition that CIÉ carry the costs of street-widening and underground services in the area. A couple of days before Christmas, the Irish Times again issued another editorial of common sense, asking the government to make up its collective mind as, since they had suggested taking over the building, no construction work had been carried out on either that bus station or an alternative. It also reminded the government that the general public who voted for them, and who could vote them out if they pleased, were still catching their buses in the rain on the quays. It ended with the ominous words: ‘The people’s patience is not everlasting’. In 1951 this threat came to pass. In the general election of 14 June a new Fianna Fáil government was elected. Fianna Fáil had campaigned for the retention of the bus station, with Éamon de Valera promising ‘the restoration of many beneficial projects stopped or curtailed by the previous government, including the use of the Store Street building as a central bus station’. On 3 July 1951 a discreet front-page column in the Irish Times announced that the Store Street building was to be finished for its original purpose and that the Smithfield project had been abandoned. A compromise had been decided on—the offices were to be used for the Department of Social Welfare, and the bus station was to be used by CIÉ for its original purpose. Years later, in 1960, this was formalised in a lease: CIÉ had the tenancy of the station areas ‘for the term of two hundred years, from the nineteenth day of October 1953’, at an annual rental of £15,000. Further delay by sympathy strike The building’s problems were not over. In 1952 a strike by CIÉ maintenance workers led to a sympathy strike on the CIÉ portion of the building: work continued on the government offices. This delayed the opening of the station for a further six months, while the Department of Social Welfare was already using their offices. After the government takeover of the project, costs became the overriding factor in its completion, with many of the planned facilities, fittings and decorative elements being dropped from the design. In August 1953 the Irish Builder and Engineer reported ‘that the cost of erecting the Store Street bus station was £1,014,000 up to 31 July last’. Finally, on 19 October 1953, some seven years after construction began, eight years after the design was completed and nearly fifteen years after the site was suggested, the Store Street building was officially opened to the travelling public. It was announced two days before the official opening that it was to be known as Áras Mhic Dhiarmada after Seán MacDermott, one of the signatories of the 1916 Proclamation. In popular usage, however, it became known as ‘Busáras’, and the name stuck. After all the fuss and discussion about its construction, it was opened with much fanfare. All the daily newspapers devoted upwards of six pages to ‘Dublin’s wonder building’, as the Irish Independent referred to it. Articles devoted much space to boasts of cost, statistics about glass and square feet of floor area, and photographs of interiors. Even its former detractors claimed to admire it. The design team, who had put up with so much criticism and abuse, received plaudits from the government and the public but were just glad that the job was completed. Writing two years later, Michael Scott observed: ‘It requires the greatest call on Christian charity to have to fight for a building with those officials of departments of state who are merely administrators of a branch of fluctuating government power and who yet impose their personal whims on permanent buildings.’ Paul Clerkin is an architect and writer.

PART II Fifty years of Busáras. The photomontage of what the Irish Times claimed the new bus station would look like and architect Michael Scott's sketch suggesting misrepresentation. The solid lines of the actual plans are contrasted with the dotted lines of the higher Irish Times version. In April 1947 Scott got an apology and costs.rnment preferred Smithfield. The photomontage of what the Irish Times claimed the new bus station would look like and architect Michael Scott’s sketch suggesting misrepresentation. The solid lines of the actual plans are contrasted with the dotted lines of the higher Irish Times version. In April 1947 Scott got an apology and costs.rnment preferred Smithfield. McGilligan, the minister for finance, stated that although the government had been unable to stop the project, it hoped to turn it to some useful purpose. It was felt that the building was very much a monument to the previous Fianna Fáil government and it was resented as such by the new administration. The Irish Times was not impressed: ‘It seems not quite credible that political cynicism and irresponsibility could be such that plans, however good, are being cancelled or changed merely because, having been instigated by Fianna Fáil, there is a reluctance on the part of this government to see them come to fruition.’ Various suggestions were put forward for the building’s alternative use: Garda headquarters; the Department of Posts and Telegraphs; a Rank film studio; or a Radio Éireann studio. Then in early September 1949 it was suggested as a headquarters for the new Department of Social Welfare and the Tánaiste’s office. It was also proposed to use the ground floor as a women’s unemployment exchange with space for over 500 people. In fact CIÉ’s board had already decided that they did not urgently need the office space. This was partly due to their perilous financial state—CIÉ now owed the government over three-quarters of a million pounds. The building had so far cost £250,000 and it was estimated that it would cost another £750,000 to fit out and complete. So it was decided to sell the building to the state for £200,000 for a use still to be decided. Map showing new roads in the vicinity of Store Street. (Hibernia) Map showing new roads in the vicinity of Store Street. (Hibernia) CIÉ were to abandon their new ‘luxury bus station’, as the Irish Times insisted on calling it, and build a utilitarian structure in Smithfield with no provision ‘for the luxury of a refreshment bar, cinema and shops as was included in the Store Street plan’. Getting rid of their financial millstone did not end CIÉ’s problems. At the Dublin Corporation meeting of 19 September 1949, their planning submission for Smithfield was referred to a special committee meeting of the whole house as several councillors were vehemently opposed to the Smithfield site and government interference. At the same meeting it was suggested that the Corporation buy the partially built Store Street building and convert it into flats. On 22 October, at a special meeting, CIÉ informed the Corporation that they had definitely abandoned the Store Street project. At the same time the government decided to nationalise CIÉ in a bid to gain some financial control over a company that was generally seen as profligate. On 26 October 1949, during the second reading of the Transport Bill, the minister for industry and commerce stated that the need for a central bus station in Dublin was unquestionable but that there was no need for CIÉ to build five storeys of offices above it. The bill was passed, and CIÉ became a state company on 1 January 1950. The government attempt to force through the Smithfield option on the grounds of finance was drawing criticism from all sides. During the debate on the Transport Money Bill, Fianna Fáil’s Seán Lemass launched a blistering attack on the concept: ‘The public very strongly recognised the need of a central bus station near the main shopping centre and he refused to accept the belief that the completion cost of the bus terminus part of the building would be £250,000. I think that the suggestion of establishing the station at Smithfield is mad.’ He went on to state that the Smithfield site would be unusable without major expenditure on street-widening schemes in the area—a point that both the government and CIÉ had glossed over. In support of Lemass, Captain Cowan, an independent TD, stated that it was a grave mistake to suggest that the ground floor of the building was useful as anything other than a bus station—the purpose for which it was designed. Then, for the first time, the aesthetics of the building entered the political debate, when he said that he had been informed of the architectural importance of the building, with architects travelling from all over Europe to see it. Taoiseach John A. Costello then announced that the Department of Social Welfare was to purchase the premises. After the Christmas recess the matter continued to be debated in the Dáil. Morrissey, minister for transport and communications, went on record as saying that the building was to be put to a use for which it was better suited, as the Department of Social Welfare—an unusual claim since it was designed as a bus station. Throughout the Dáil debates, the Fianna Fáil opposition defended the building and the CIÉ plan despite preferring the Smithfield site while in government themselves, using the building as a political stick with which to beat the government. ‘A monument of civic ineptitude’ Meanwhile, outside of the Dáil, the two sides put forward their arguments. The Smithfield traders attempted to swing the discussion by advocating the revitalisation of their area, an argument also put forward by the Talbot Street traders. By March the building was being described as ‘a monument of civic ineptitude’. When the Transport Bill reached the Senate the senators were no less forthcoming with their theories and views than the TDs, the majority of them deploring it. The government’s main argument for abandonment had always been cost. Claims were now made that 106 families would have to be rehoused, and that road-widening and moving of services would cost £300,000. Morrissey then declared that ‘as far as the CIÉ company is concerned Store Street is out’. He also railed against the newspapers, particularly the Irish Times and the Irish Press, which he felt were giving too much credence to the opposition’s claims about the building. Tánaiste Norton continued to insist that the entire building was needed for his staff and department. The Irish Times editorial of the next day (21 April 1950) slammed Minister Morrissey’s and Tánaiste Norton’s desire to get Store Street for the Department of Social Welfare, pointing out that as CIÉ was a nationalised state-owned company it didn’t matter who finished the project, as the country was going to have to foot the bill anyway. This was the first statement of common sense to be issued by anybody since the debate started but very few paid any attention to it. The Irish Times was still widely seen as an instrument of Protestant Ireland and was mistrusted by the majority. The Irish Press, although a mouthpiece for Fianna Fáil, was seen as the voice of the common people and it also advocated completion of the building as a bus station. This added fuel to the fire that already raged about the building, with a considerable letter campaign being waged in the Irish Times. Architects travelled from all over Europe to see this marvellous building that was causing such furore, with one intrepid traveller, Robin Boyd, coming from Sydney, Australia. Boyd was the editor of the journal of the Royal Australian Institute of Architects and was very enthusiastic about the building: ‘Even in its unfinished state this building is clearly destined to be a distinguished contribution to the development of imaginative modern architecture. It has the scale and vigour and breath of vision so lacking in much of the dull heavy work of post-war Europe’. Such was the campaign against the building at this stage that when this letter complimenting the Irish on their architectural daring and forward thinking was published, another correspondent two days later asked him not to meddle in things that were not his concern and to go back to Australia! As the first construction contract was finished, work had been halted since 1948 and the discussion upon the merits, both artistic and otherwise, of the building continued to rage. People espousing various other causes used the building as a rallying cry with their own aims in mind. Michael Scott at his drawing board in the 1950s. One letter-writer to the Irish Times cited the concrete structure in an argument in favour of concreting the Rock Road along the south coast. Another used the proposed Portland stone cladding to raise the profile of Ireland’s limestone and granite quarries, then threatened with closure.

I found this on the Internet and hope it may be of interest to others who read this article!. Original Article - History of Ireland http://www.historyireland.com/20th-century-contemporary-history/fifty-years-of-busaras/ PART I Fifty years of Busáras Published in 20th-century / Contemporary History, Features, Issue 2 (Summer 2003), Volume 11 Busáras-view of the curved canopy and control room. (de Burgh Galwey) In the late 1930s the general public in Dublin had been agitating through the newspapers for better transport facilities, specifically the provision of bus shelters along the quays where long-distance passengers caught their buses. In 1937 the Irish Builder and Engineer suggested that a central bus station be constructed on the bonding warehouse site next to the disused and abandoned Custom House dock. The 1939 ‘Sketch Development Plan for County Borough of Dublin and Neighbourhood’ also proposed a central bus station, but at Aston Quay on the McBirney’s department store site, keeping the original building frontages. It also recommended that a site be put aside at Wood Quay for a future station as needs might change. In early 1944 the decision was taken to build a bus station. The site was to be central, convenient to rail, sea and road arteries, and near the Liffey. Four sites were considered: Store Street, Aston Quay, Wood Quay, and Haymarket, Smithfield. The Irish Omnibus Company selected Store Street, the cheapest and easiest site to acquire and bounded on two sides by roads. By opening up a new road and bridge to the east of the Custom House, the site was to be made into an island, easing traffic circulation. The site was also close to Amiens Street railway station, which was to be the new central railway station as proposed by Abercrombie, and the B & I ferry terminal to Britain on the North Wall, as well as the local bus routes. The area was the focus of most of the traffic coming into the city from the north of Ireland. Dublin Corporation, however, favoured Aston Quay, with a second station at Wood Quay, while the government preferred Smithfield. Córas Iompar Éireann The bus company went ahead and bought the Store Street site from the Dublin Port and Docks Board for £13,000. The architect Michael Scott had been holding informal discussions with the Irish Omnibus Company since May 1944. In early 1945 he produced a plan for a two-storey circular bus station for the newly formed Córas Iompar Éireann (CIÉ), with a concourse on the ground floor and a restaurant, booking offices, newsreel cinema and other facilities on the first floor. This was granted outline planning permission and the old bonding store was quickly demolished and part of the dock filled in. CIÉ promised the travelling public that the station would be open within twelve months. But in early 1946, after no progress had been made, Dublin Corporation revealed that CIÉ had still not submitted detailed plans for the site. A new plan was then submitted, with four storeys instead of two. CIÉ had intended to extend their existing O’Connell Street offices and to amalgamate their administration. Their offices were scattered all over Dublin at the old regional railway company headquarters. On examination the O’Connell Street property was deemed unsuitable for extension, and so the extra office space was added to the bus station design. Thus the building developed into the final design concept of two blocks in an ‘L’ shape with a curving station in between. On 3 October 1946 the Irish Times printed a photomontage of the Custom House and the proposed new building on its front page. This showed a massive block looming over the Custom House and purported to be derived from the elevations and plans submitted to the Corporation. Scott retaliated by initiating legal proceedings against the newspaper, claiming damages for libel on the grounds that the montage had completely misrepresented his design. After a lot of behind-the-scenes negotiations, Scott finally got an apology in April 1947 plus costs. Under the agreement, the glass plate from which the photomontage was printed was broken into several pieces and handed over to Scott so that it could never be reproduced. At the time of the picture’s publication, considerable fuss was made over the fact that the new building was to be much taller than the Custom House. The Irish Times was leading the opposition against the building and claimed that the exterior façades were ‘more suitable for a factory than for a public building beside the Custom House’. The Corporation planning committee postponed their decision until they could take advice from the Royal Hibernian Academy and other interested bodies. After finalising the design for the building, CIÉ submitted the plans for permission to commence construction but were refused by a narrow majority of the planning committee. They then went to appeal, resubmitting their proposal to the general purposes committee of the Corporation. It was passed narrowly on condition that stylistic changes be made. Originally the office accommodation was to consist of one eight-storey block at the rear of the site, mounted on a two-storey bus station podium. However, the length of the city’s fire ladders and rights of light on Store Street dictated that the main block’s height be lowered by two storeys and that the accommodation be placed in a three-storey block at 90 degrees to the other block. Controversy reigned, with the newspapers declaring that the new building would create too much cross-town traffic, causing problems on the quays. Even at this early stage the design was arousing interest in the architectural world. In July 1947 Architectural Design stated that ‘by the time it is finished, it can easily claim to be one of the masterpieces of modern architecture judging by the sketches and descriptions received to date’. Inter-party government halts work No sooner had building work started than CIÉ began to experience serious financial difficulties, suffering losses of over one million pounds in 1947. Consequently it became a common opinion that the building was a white elephant and a folly for a cash-strapped company. So when the general election of 4 February 1948 brought in a new inter-party government led by John A. Costello, it was decided not to proceed with the project in its original form and work was halted. The new government decided that the office accommodation was too prestigious for a transport company and that it should be appropriated for use as government office space.

Dez, It was I who sent you the e-mail. I believe the extraordinarily high standard of these locomotives will have you dancing with excitement. Additionally, the quality of the sound (Two Speakers) is second-to-none. Deep Sultzer Sound with a huge selection of additional functions. Old Blarney.

Best wishes for a speedy recovery. Old Blarney.

For anybody who is unfamiliar with this Company and their excellent products - please visit their site. http://www.railexclusive.com/products.php I have two of their BR Class 24 Locomotives, each with sound. Old Blarney.

Having received my OO Works model of the Great Northern Railway of Ireland - (UG) in UTA Livery, I have to say the lining on my locomotive is more of a cream colour with a very slight tint of yellow in it. I looked at the colour in good natural light and against a white background. When viewed in artificial light the colour changes to a slightly deeper shade of straw yellow.

Tony, My home model railway started out as a window layout. It ran on a window shelf of 2'5ft by 9ft. After adding some point and installed various sidings etc, I quickly discovered the limitations I had created for running a model railway in this space. To overcome this limitation, I altered the railway to eventually run around the whole room. To further increase the available space, I made two tunnels into a built-in Wardrobe and now run my railway around the back of it. A removable section of track by the door entrance allows access to the my model railway room - this room, also doubles-up as a bedroom. Some of our quests ask if they may sleep there - and - they can/do run a model railway during their stay. So, don't despair. Where there is a will there is a way to overcome limitations. All the best, Old Blarney.

Troops, Roderick of OO Works and I had a telephone conversation to discussed the lining colour he has used on his UG. However, having asked the question - Which colours have you used for the lining on this Locomotive? I was informed the white is not white, but a light shade of straw. I have not yet received my model from him, so I am unable to comment,on the colours of the Locomotive and his interpretation of straw! Old Blarney.

Tony, I'm thoroughly enjoying your posts on this Forum. A wee correction. You will be going Up to Dublin. The G.N.R. had their Headquarters in Dublin. Thus, one travels in the UP direction from Belfast to Dublin. The reason, one always travelled UP to Headquarters. Have an enjoyable visit and a premature, Happy St Patrick's' Day. Old Blarney.

Leslie, Here is another clip of Alloa - greater detail in this one.

There's more. Alloa is also coming to Perth this year. It too is a wonderful layout. The detail in it is such that you can observe it and its surroundings for long periods and still miss wonderful cameos.

Perth and District Model Railway Club Our Celebration of Model Railways 2017 Dewers Centre Glover Street Perth PH2 0TH Saturday June 24th 10.00am--5.30pm Sunday June 25th 10.00am--5.00pm[/b]] At least 40 Superb Layouts and over 40 Trade Stands. The return of Blair Atholl to the Exhibition Circuit, http://www.blairatholl-drumochter.co.uk/gallery/ Please look at this link for Photographs and Video of this outstanding Model Railway. How to come to Perth The Dewers Centre is next to Perth Railway Station. Park and Ride from Broxden on Saturday. Free Parking at the Dewers Centre. www.perthmrc.com.

Neil Kennedy 3:04pm Fri 20 Jan 17 This from Network Rail's website this afternoon... Network Rail and Abellio have today announced that Phil Verster will be moving to become Managing Director of the East West rail project that was announced by Transport Secretary Chris Grayling last month. He will take up his new post in the spring. Phil’s successor has been agreed and will be announced in the coming days. Mark Carne, Chief Executive of Network Rail said: “Phil has done a great job setting up the ScotRail Alliance and overseeing the delivery of one of the largest programmes of rail modernisation in Scotland since Victorian times. I am delighted that a leader of Phil’s calibre will be heading up the new East West rail project, recently announced by the Secretary of State. We have agreed a replacement to succeed Phil and will be making an announcement shortly.” Dominic Booth, Managing Director, Abellio UK said: “Phil has played a key role in helping us create the ScotRail Alliance, the first time an operating company has come together in such a deep alliance with Network Rail to deliver the very best for our customers. We are currently investing in a fleet of 70 new trains, which will transform the rail travel experience of our customers.” Phil Verster said: “Over the last two years I have worked with my team to launch the ScotRail Alliance, delivering hundreds of commitments and laying the ground for the exciting new train fleets that will start to arrive later this year. The opportunity to build on these same principles with the creation of a new business such as East West Rail is great for me and my family, and I wish the ScotRail Alliance team all the best for the future.”

May I suggest you also consider covering the board with Cork. Whilst this adds expense, it has the benefit of protecting the board from any glue you may apply to your layout. It also allows you to make changes or alterations to your layout without damaging the baseboard as the cork can be easily cut and replaced as and when needed. Old track can be easily lifted, replaced and cleaned.

Yes Noel, This line was for the Race Traffic. The Army tended to us the station at Kildare and this explains why the Up Platform there is on a loop line. Embarking and disembarking Military Traffic was handled at the Up platform, thus, a stabled Military Troop Train did not interfere with through up line traffic. I do not know the last date of use for this short branch.

Ballybrophy. That rationalisation was not a tidy up, it was more like a muck-up. I'm endeavouring to be polite about an opportunity that was not taken when this Junction was reorganised! Here was an ideal opportunity to create a new line in the direction of Dublin. Had this happened, Ballybrophy Junction to Limerick could have been become a simple to use and useful diversionary route, as well as a freight route, when required. The branch Passenger trains could have been diverted to commence and terminate at Maraborough. That abortive reorganisation was, I believe, designed to speed the closure of the Branch. Should this now happen, then we will be closing the door on a line that has great potential in future years! Perhaps that missed opportunity may be taken in the not too distant future should there be a resurgence in Freight Traffic?

"The head of IE of the day disliked the whole shunting process needed with loco-hauled trains. He was a former head of NSE and was used to multiple units and the flexibility they offered. This meant binning 201s and 071s off passenger trains, but also 141s required at places like Heuston and Connolly for shunting/release and of course the coaching stock involved. Railcars offer a more streamlined operation in this regard to Mark II and Mark III loco hauled stock IE had apart from the push pulls of course. The country was awash with money at the time and the desire was there to give IE plenty of funds to buy shiny new trains." "The head of IE of the day disliked the whole shunting process needed with loco-hauled trains." I can assure you of this fact. He also discussed the possibilities of Topping and Tailing the Dublin - Cork -Dublin Trains. He proposed the use of two 201 Class Locomotives, one at each end of the train. The rational behind this being:- A reduction of journey times by improved train speed - This could be made possible by having faster acceleration away from Stations, made possible with the use of the additional Horse Power that would be provided by using two locomotives. - Faster running speeds - He knew he could increase train speeds by track improvements where possible, thus eliminating a certain number of speed restrictions, and also reducing many of the Temporary Speed Restrictions that were then in force. Improved train reliability with the use of Two Locomotives - He was of the opinion that two locomotives would greatly assist in this matter. Were there to be a locomotive failure there was a possibility the train could continue its journey with the use of the active locomotive. Eliminating the need for running Locomotives around their trains at termini. Topping and tailing of train by using a locomotive at either end would eliminate the need for run-a-rounds and thus improve train availability. Anyway. It never happened. Had it done so, might we still have MKIII?

Sorry John, I disagree with you on this point - Exception - GNR(I) - GNRI(B) railcars and Blue and Cream Coaches. The Blue and Cream continued around so that the ends were also Blue and Cream. The exceptions to this rule were those GNR Coaches used in the Royal Train of 1953. These coaches, along with the UTA Stock used in this consist (all of which had been repainted in Blue and Cream for this occasion) had black ends. The GNR stock used for this purpose retained their black ends.

John, I visited the Station in 2013 whilst working and staying with one of my Cousins who lives in Tynan. You are absolutely correct, at that time, the GNR Station at Tynan is still extant, but in a very poor condition. Believe it or not, the footbridge was still in place along with the GNR Shed, and the building of the Narrow Gauge line, although they were being used as residential properties when I visited. Looking carefully you could trace the Narrow Gauge platforms and then trace the alignment of the track down to the main road where there is a Triangular junction; one third of which is now part of the road, the section from the old Station to Caledon. During my visit each of the property owners was more than helpful in providing information to me, and allowing me on their lands. http://irishantiquities.bravehost.com/armagh/tynan/tynanstation.html

COLOR="#000080"] Here is my Boasting Book List! Cork - Youghal -Cork - Knock Special - Cork 800. Footplate. No sleep that night. I had been informed I needed to report to Cork Station no later than 04:30.Hrs from which the Special Train was due to depart at 05:00. Naively, I believed I would be the only individual to be privileged to travel on the Locomotive that morning. Wrong. The scene resembled a Disney Cartoon Film. Bodies hanging from every available space of the Locomotive's rear Cab. Not only that, many of the MKII Carriage Doors were festooned with fellow travellers as we gently meandered over rails that willingly dispersed their rust to the atmosphere, our eyes, our ears and nostrils. Returning to Cork in time to catch the Sunday RPSI return to Dublin and Belfast, those who had participated in our early morning adventure resembled Aliens from the red Planet as we excitedly boarded our train. Waterford - Kilmacthomas - Ballinacourty - Waterford. Footplate. What a privilege, what a beautiful journey. One incident still reminds me of that day - it was when we passed a quarry or something similar on the outward journey to the Quigley Plant. I noticed there were large yellow earth-moving lorries travelling to and from the works. In doing do they crossed the railway line on which there appeared to be no gates or barriers to protect the railway. My concern for the return journey was this, might we be less fortunate and not have a clear road ahead of us? Well we were jolly nearly involved in a collision with two of the yellow monsters when we returned! The Driver had sounded the Warning Device upon our approach, but it made no difference. Additional warnings were sounded, and yet, two of these monster lorries made a mad dash for the crossing as we approached it. I expect they believed it to be their right-of-way as the line was little used in comparison to its earlier days when it was a through line to Mallow, and all places south and South-West. Anyway, we all lived to tell the tale. Limerick - Waterford - Rosslaire - Rosslare Harbour (Pier) line. Footplate. Various journeys on both passenger and Bell Ferry trains. Belfast - Dun Laoghaire on the first through NIR Enterprise Service between these locations. Footplate. On reaching Amiens Street their was some doubt as to whether, or not, this Northern Ireland Railways Train would be allowed to proceed to Dun Laoghaire. After hurried discussions, on the platform and locomotive, we were allowed to proceed with a CIE Driver taking over the controls, along with an explanation as to why I was in the cab. On arrival at Dunlaoghaire, down platform, we ran round the train, re-coupled and waited for a down DART to overtake us on the up-line. I then left the train and got a following DART to Killiney. Harcourt Street - Bray when it was AEC railcars. Me too, along with a certain David Houston. We returned from Greystones, First Class. This upgrade cost us an additional six pence each. (6d each, 6d = 2.5P today) and it allowed us to see the track as we returned to Sandymount Halt. Athenry - Limerick - Last Passenger train - Footplate. Limerick Foynes - Ore Train - Footplate. Athlone - Mullingar - Passenger and Mail trains - Footplate. Drogheda - Navan - Kingscourt - Ore Train - Footplate. If my memory serves me correctly, at the time I travelled this line the Speed Limit was 25.MPH? The majority of crossing-gates were opened and closed by the Train Crew, necessitating the second man to walk the length of the train at each crossing once we had cleared it. There were some track lengths that were extremely short, and were laid with Midland Great Western Rails. The rail length may have been either 25 or 30 feet, I'm sure one of you out there will know the correct length, suffice to say, these short rails, and the sound emanating from them as our wheels passed over them gave an impression of speed that was utterly false. . Lisburn - Antrim. RPSI. Belfast York Road - Larne Harbour Station. Service Trains from the early 1950 whilst travelling to School in Dublin from from my parent's Home in Scotland.Recent journeys too. Belfast Queens Quay to Bangor. First journey was when at a Scout Camp near Helen's Bay in the 1950s. The then new MED were gracing the line which I used whilst visiting Bangor to procure supplies for my fellow Scouts to dine upon. I had, or perhaps it were they, who suffered, as I was Quarter Master that year. Bray to Wicklow (Murrough) Station. Guards Van from Bray to Greystones - Footplate to the Murrough. Accompanying one Cousin and her Pony on their way to Brittas Bay. Dublin to Tynan, and Dublin to Killybegs. A distant memories of these two journeys which may have taken place in 1947 or thereabouts! I don't remember a great deal about the journey to Tynan other than my standing in the Gangway section between the coaches and watching the rails pass beneath my feet. I also recall standing in the corridor section of the carriage when travelling to Tynan. What I cannot remember is whether or not we went via the Irish North West, or via Portadown. On the way to Killybegs, I certainly remember Great Northern Buses at a Railway Station, whether or not, it was Ballyshannon, I cannot recall. Whilst in Killybegs, I do remember the Red and Cream Railcars of the Count Donegal. I also remember the remarks made by the proprietor of the Guest House or Hotel I was staying in. " You are the nastiest wee boy I have had staying in here, I hope I never see you again." I cannot recall what I did to upset that Woman, however, I believe that visit was made very shortly after the Death of my Father, and that I had been taken to Killybegs by my Grandfather who was not the most caring and loving person in this world. He tended to shout and rather loudly too. Footplated - CIE Railcars, Push-Pulls, A, C, B121, B141, 071. I too have given myself indigestion recalling all that John, so off to have a very large G and T. Like you it's the too-many-birthday thing again. just hope I get through 2017. Happy and Prosperous New Year to all our Members and Readers.[/color]

Yes, it is.

John, John, You pose an interesting question - "I was referring to the original question as to whether it was related to the 2600 (AEC) cars or not". (Do you mean the GNR 600 Series,(1950), or CIE'S 2600 Series - (circa 1951/1954?} May I suggest, It is unlikely the SLNC would have considered a vehicle that resembled the GNR's 600 Series Railcars as a Benchmark Model. These cars were ordered from AEC in 1948,thus they were not built yet and were only drawings. However, The Great Western Railway of England, single Car, Dual Driving Units, had been built. Therefore, there was a proven vehicle available, and one that was a possible candidate for consideration? On this basis it would appear highly unlikely that the design, or mechanical parts were considered as relevant to the SLNCR needs when they considered and commissioned their Railcar B from Walkers of Wigan!

"The tender on my Irish wolly always derails and don't use it much." The end of the coupling mechanism housed in the Locomotive can become dislodged. If I remember it has two prongs that branch out at an angles of Eleven and One O'Clock. These are meant to sit under the floor of the Cab and swivel as necessary. Have a wee fiddle. You may discover the connection is not quite true. This was the problem with mine. Adding weight, can also help keep the Tender on the track. I use weights supplied by my Local tyre Fitters. They come in a variety of sizes and weights and attach easily when the tape is removed.

Looking forward to seeing one-and-all this week end in Birmingham. As written by, My Provincial Friend, I shall be assisting at Bleach Green so come and have a chat and view this wonderful railway and its rolling stock.