josefstadt

I'm not sure about NIR's cleaning regime, but they probably would have been put through the wash on a regular basis wile on lease to IR. Some of the photos might also give the impression of the white being whiter than it actually was, as they seem slightly over exposed. I'd agree that the IR logo looks good on them, especially the ones in the red bands on the sides of vehicles. Attached are a couple of other photos. Driving trailer 735 at Arklow: Power car 69 at Bray. Note the oil tail lamp:

A few photos of two of the 80 class sets hired to Irish Rail between 1987 and the early 1990s (any one know the dates when the three sets returned to NIR?). Power car 69 at Bray: 69+772+735 at Bray with the power car at the southern end of the train: Driving trailer 735 (l) and Intermediate 772 with the IR logo ®: 69+772+735 at Arklow after the set had been turned so that the power car was at the northern end. AFAIK this was done to to simplify servicing in Connolly shed: Driving trailer 735 in the bay platform at Bray: 86+767+740 at Dún Laoghaire. Due to slab track repairs on the Up line between Dún Laoghaire and Sandycove, services south of Dún Laoghaire were being operated by a pair of 3-car 80 class sets with a half-hourly frequency using the Down main platform. DART services were operating to/from the bay platforms and the Up main platform:

NIR originally leased and then purchased (in April 1986) a number of redundant B201 class locomotives from CIÉ. These were 216 (became NIR 104), 227 (106), 228 (107), 230 (108), 234 (109) and 224. Following delivery to NIR, 224 was found to have a bent frame and was replaced by 218 (105). As CIÉ / IÉ had no use for it, 224 remained in the north until it was scrapped in 1996. With the exception of 106 (ex-CIÉ 227) all the other members of the 104 class were also scrapped - 109 in 03/93, 107 in 01/96 and 104 / 105 / 108 in 09/97. No 106 was taken to Cahirciveen where it was cosmetically restored and plinthed as C202. Unfortunately it was heavilly vandalised and was subsequently removed to storage in Waterford.

Brilliant, just brilliant. An excellent kit superbly put together.

Construction of the MkIII push-pull fleet began in 1988. To promote the forthcoming introduction of these trains the IÉ float in the Dublin St Patrick’s Day parade that year featured a mock-up of the cab end of a 6100 class control car. The display was mounted on a trailer hauled by Bedford tractor unit BTM 61 (797 WZE). Someone here will probably have a better details of this type of tractor/trailer unit. The display itself consisted of three parts. At the front end of the trailer there was a representation of a station awning under which were an advert for ‘Take a Rail Holiday in 88’ and the front end of a DART unit. In the centre of the trailer, was the mock-up of the MkIII control car cab, which was depicted emerging from a tunnel/bridge. The ‘vehicle’ was shown in a new colour scheme which was being considered at that time for the MkIII push-pull fleet. The orange and green colours were intended to emphasise the outer suburban services' position between main line and DART. Finally, at the rear of the trailer there was a large schematic diagram indicating that the new trains were to be used on the Arklow - Dublin - Dundalk corridor. AFIK they never did operate to Arklow as commuter trains, at least not on a regular basis. There are also a couple of misspellings on the diagram - Rush Lusk should be Rush & Lusk, while Gormanston is shown as Gormanstown.

George, my recollection is that there weren’t any cages or partitions inside the vans to contain the luggage.

Funny you should mention that John. I just came across the attached picture in the April 1977 edition of CIÉ's staff newspaper 'Nuacht'

Manulla Junction?

Or maybe more like MacGyver

Almost spot on John. Waterford is indeed the only place that could possibly have a Platform 6, except that the former #6 is no longer in public use and it has been de-numbered an can't be used by passenger trains in service. The sad truth is that there is of course no Irish station outside Dublin which has a Platform 6 and that those in Irish Rail' Advertising / Commercial Department do not seem know this. Maybe their next advert will feature trains departing from Platform 9 in Heuston (or even Platform 9¾)!

King's Cross isn't in Ireland, there are no services from King's Cross to Dublin and you can't buy Euro priced tickets in King's Cross. So, which station in Ireland outside of Dublin has a platform 6?

Leaving aside problems actually getting the €9.99 fare for the moment, has anyone else noticed in Irish Rail's current TV advert that the last announcement is for 'the 9.99 train to Dublin is leaving from platform 6'. Which station outside of Dublin has a platform 6?

It's a great start Tom and has given me a push to get on with making a start on my own layout. It certainly must be so satisfying to see the first trains running. 201 and the MkIIIs crossing the valley look fantastic, as does the Tara train.

Thanks garfield for the info and the link - much appreciated.

I came across this photo of the small shunter which worked the Irish Shell & BP depot on the North Wall in Dublin. The loco has two axles and an extremely short wheelbase, but apart from that I have no further details (builders, engine type etc). Does anyone know more about this locomotive and what became of it? I think that the photo was taken in the late 60s or early 70s at a time when one could wander down the North Wall on a Sunday with a camera and not be bothered by port security concerns.

MkII stock was introduced on to the 'Enterprise' services operated by CIÉ from the June Bank Holiday in 1973 and continued on the link until 5 February 1976. On that date, at Terryhoogan just north of Scarva, a bomb under the outer rail of the Up line exploded as the 17:30 Belfast-Dublin train was passing. The entire train - B174, 5228, 5231, 5208, 5406, 5101, 5608 - was derailed. Fortunately a speed limit of 30 mph was in force at the site and the vehicles came to rest leaning against the side of the cutting. Four passengers were taken to hospital, but were discharged soon afterwards. The remaining passengers, after being given tea and refreshments by local residents, continued their journey on a NIR train which had been heading north at the time of the incident and which was turned back at Scarva station. Damage to the locomotive, coaches and track was relatively light and once the all clear had been given by the security forces the clean up began. Single line working over the Down line commenced on 9 February. Following the incident the CIÉ ‘Enterprise’ set reverted to non-AC stock. The photo below, by CP Friel and originally published in the June 1976 Journal of the IRRS, shows the aftermath of the incident. Scarva station is just out of sight in the distance.

I'll hold the door open as you run out!!

I think you'd be pushing your luck trying to squeeze 18 locos into Connolly shed - nine is probably the maximum (three roads with three locos on each). Anyhow, IÉ plan to refurbish the shed and relocate the CTC centre into it. The existing CTC building is becoming too cramped. While I haven't heard a definitive timescale for this project, I doubt if the company would be anxious to let the RPSI have the shed long term. And the RPSI would also need somewhere to store their carriages under cover.

Fantastic job Kieran!

Neither could I. Then somebody told me that they are in fact to protect the corners from being hit by overhanging branches, not for giants to hang on to!

+1 And hopefully the iconic signal cabin wasn't damaged

Fantastic.

Spot on Rich. It's a fantastic site - well done to all concerned.