Old Blarney

"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.

I have two of these sets, their cost, £45.00 each. Admittedly, this they were purchased about ten years ago? One of the Locomotives is on my home railway as I type this post and is used to pull a thirty wagon Goods Train. Alternatively, it has eight to ten passenger coaches behind her.

Kirley, "Did you ever come across the reason why the GNRI used the continental style corridor connections making all the BUT Trailers unusable with other stock?" I'm not absolutely sure of my facts on this matter. I offer the following as a possible answer to your question. The GNR, AEC, 600 Class power cars, were incapable of running as multiple units, thus they were limited to a configuration of two power cars in any set. The configuration was often strengthened by including one or two unpowered cars between the two Powered cars. Alternatively, a two car set could have a third coach added as a trailer. Bearing these facts in mind the 600 Class were therefor limited in their make-up unlike the CIE 2600s which were capable of Multiple Set working. The 700 and 900 Class railcars were designed for multiple unit running, thus they were wholly incompatible with the 600 class of railcar. I suspect the fitting of the Continental Type Gangway to the 700 and 900 was to ensure they would only be used together, and not mixed with a 600 series unit.

Irish Rail's new Station and Train Announcement! - "Mind the Doors and Band Together when Alighting and Boarding this Train please." "Mind the Gap" - Were Irish Rail to make this announcement, might they then be taken to Court by a well known Retailer? Business is fraught with difficulties is it not?

What has happened to - Common Sense - Self Preservation - Personal Observation - Awareness of your surroundings - Self Awareness - looking after, and caring for ones-self? It would appear we are no longer responsible for our own actions and our own stupidity. This person was responsible for his actions. He alighting at the wrong Station. Had he not done so, this incident would not have occurred! He and only he is responsible for his action and self-inflicted injury. The Law is more of an Ass nowadays. This individual should have been prosecuted for Trespass upon Railway Property. I can see it coming - Glass screens with protective doors. Doors that open and close in parallel with a trains door once the train has come to a complete standstill. Oh, and a retractable ramp from platform to the door of the train.

Having just returned from, The Dundee Model Railway Club Exhibition, held over the past two days, I ran my GNR(I)U Class from OO Works there without it misbehaving. As per my previous postings, many alterations were required to my U Class to ensure it ran in an acceptable manner. Whilst I would like to have a second model of this locomotive, I am somewhat loathed to commit to the purchase of a second one, because of my previous unfortunate experiences.

Old Blarney will be at DUNDEE this coming week end. Information available from this link. http://www.dundeemrc.talktalk.net/dmrc_003.htm Four of the coaches featured in Tales from the Carriage Shed will be running thanks to a certain individual from Hamilton, New Zealand. http://irishrailwaymodeller.com/showthread.php/2921-Tales-from-the-carriage-shops/page11?highlight=Carriage+Shed

John I'll have two of the six wheel Vans from you please. Ref Drawings. Richard McLachlan has/is taking photographs of drawings in the IRRS's possession. Do you have his contact details? If not,I can contact him to enquire if he can be of assistance to you with this project. He may be able to sourcing the required drawings and photograph them for you! David. AKA - Old Blarney.

Is this in a Tunnel near Downhill?If so there is a film of the first two members welcoming a real train through the West Door! Seriously,I wish you and your Society Members every success in this venture. Old Blarney.

Found these photographs - they may well help you! There are many photographs of - 071 -- 141 Etc. http://metrovick.com/

JT22CW, Your proposed Track Plan. Thunderbird Loco Stabling Siding - Like many British mainline stations, there will be a "Thunderbird" loco plonked here, on permanent standby ready to be dispatched to rescue a train at a moments noticed. This will be on the 'Mainline' side of the fence. May I suggest you consider replacing the crossover (As shown above) with a Single Slip? Alternatively, a Double Slip as either will increase your operating options. Your proposed plan limits any directly movement from your Thunderbird Loco Siding to your Cork Road. Substituting a Double Slip, where your Crossover is, would also permit you to access the up (Cork to Dublin) road for wrong line running in the Down Direction. (Dublin to Cork)

The following information is copied from a post by a member of this Forum who is a well known authority on the details of the Railways of Ireland as were, his Father and Grandfather:- The GSWR crest lasted three quarters of a century. The GNR crest lasted from 1876 to 1958. The GSR crest, 20 years. BCDR - longer. Flying snail - almost 20 years. UTA crests - about 10 years each. NIR logo as was - in various forms 1967-1996 or so. Broken wheel - 1962-87. IE Set of points - 1987 - maybe early 90s, getting shorter. Three-pin-plug - over 15 years. I hope this information is of help to you! However, it is worth noting the various colour schemes used by Coras Iompair Eireann (CIE), Irish Rail and its successor, Iarnrod Eireann have all overlapped one-and-other, often by a significant number of years. Thus, one may legitimately use rolling stock from previous incarnations with that of the successor or even successors. Green with Black-and Tan, oh sorry, Golden Brown. CIE Greens, there were various shades over the years. Grey (121) Locomotives as well Green Locomotives were to be seen pulling Green Rolling Stock mixed with Golden Brown and Black, coaches and Steam Heating Vans. The 071 class have overlapped in colour schemes too. The original Black and Gold was not immediately replaced when Irish rail was formed from CIE in 1987. Likewise the replacement livery of IR was not immediately replaced by the IE incarnation using the Plug and Socket emblem. When the first IE, Freight Livery was introduced, there was a considerable overlap in years before that colour scheme was applied to all of the 071 Locomotives. Thus, for a short time it was possible that one could see three different liveries on 071 locomotives. I hope this is of help to you. Happy modelling and welcome to Irish railways. Old Blarney.

I am a few days late - as some may say - But then it is better to be late than never arrive! Found this on YouTube this evening. Short film, but it certainly shows our Trams, apologies "Cars", and they were; Proud, as was I, to have had the opportunity to travel on them. Do hope you fine this brief film useful to you?

May I be cheeky and suggest! A) For maximum flexibility paint one side to match your CIE early Cravens and the opposite side to match the IR/IE Cravens! B) If you find the above unacceptable, you could opt for the IR twin white lines and still run with CIE Cravens. There were a number of Cravens that remained in CIE livery for quite some time after the formation of IR. Excellent photographs to be found on these links. http://www.railfaneurope.net/pix/ie/car/IE/ie_mk1_3183tla_cd.jpg http://www.railfaneurope.net/pix/ie/car/IE/pix.html

Lovely photographs of past years and the railways as they were. Unfortunately, it is the past, and our yesterdays cannot be compared with today. Gort has a reinstated railway line and service, along with a modern station. (If one wishes to use such a term) Unfortunately, Youghal has neither of these, and I doubt I'll be around to see a reinstatement of the line from Middleton to Youghal, should it ever happen! I hold happy memories of travelling on these two railway lines. I remember with fondness a wonderful Sunrise as the train I travelled on approached Cobh Junction in the year we celebrated Cork 800. I was travelling on The RPSI Tour that year, and got wind of a special from Youghal to Claremorris on the Sunday morning. No sleep that night. The Knock Special was due to depart for Youghal at 04.30 Hrs. Travelled on the Locomotive and watched with interest as the rust rose off the rails in clouds of dust as we passed along the line. I was not the only person to have heard of this train movement as I, and our Crew, were joined by others of our fraternity that morning. Oh happy days and lovely memories. As already mentioned by Dez, Gort as depicted in the photograph relating to this topic would make a wonderful Model Railway scene.

Photographs of a model of a Dublin 'Luxury Car' in The National Railway Museum, York. http://dewi.ca/trains/2004/york/index.html

Dave, I'm sorry to disagree with you, but you incorrect with your statement. Yes, The Hill of Howth Trams ran until March 1959. The Dublin Trams finished in July, 1949. The last routes being the 6 Blackrock - 7 Dun Laoghaire and 8 Dalkey. I remember them finishing, and I'll take you on any amount of money that the City Trams did not run into the 50s. There was a Festival, An Tostal, from 1953 to 1958 held to boost Dublin Tourism - in its first year a Dublin Luxuary Car was used as a Publicity Office on the North Side of The Pillar. Perhaps it is this Tramcar that your sister was photographed at? Also see Wikipedia. Dublin tramways was a system of trams in Dublin, Ireland which commenced line-laying in ... of the system went out of service from the mid-1920s, in part overtaken by the bus. The decline of the trams accelerated in the 1940s and the last trams ran on 9 July 1949 in Dublin city and in 1959 on Howth Head, near Dublin [/color] [/Old Blarney

Talking of Second Class Passengers travelling in First Class Coaches, this subject was discussed at our Model Railway Club last Thursday. A Club member,retired British Rail Guard, told me that when, or where, a Second Class Passenger is given permission to travel in a First Class Coach, on a Second Class Ticket, the Guard must firstly seek the permission of each First Class Passenger by asking them, if they have any objections to a non First Class Ticket holder joining them. Should any-one of the First Class passengers raise an objection, the Guard must then refuse permission for the Second Class Ticket holder to travel in First Class. Where no objection/s is raised by the First Class Passenger/s to the occupation of a seat by a Second Class Ticket holder, each first Class Passenger must then be issued with a notice provided by the train Guard. That notice entitles the First Class Passenger/s to travel on their next train journey using a Second Class Ticket; provided they, present the aforementioned notice when purchasing their ticket, and that they retaining the notice they were provided with.