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BSGSV
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Posts posted by BSGSV
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4 hours ago, Mayner said:
One might have been are the Blue Pullman trains.
CIE are supposed to have seriously considered buying and re-gauging the Blue Pullmans during the late 60s/early 70s.
That's a new one on me, but of a piece with other schemes that seem to have been floated in the mid-1970's. Aside from Blue Pullmans, CIE looked at re-engining the Sulzers, and I was also told by someone who would know that they looked at buying redundant Westerns from BR. I'm sure the new 071's they did go for would have seemed quite pricy given the times, but haven't they got their money's worth out of them since!
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When the carriages were newly repainted/refubished, the set would be all Galway livery, 5 standards, buffet, standard, gen van.
As the Mk.2 air con ran down, the Galway carriges could turn up in ones or twos, mixed in with IE livery carriages.
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On 10/1/2024 at 2:32 PM, Mayner said:
A Composite would be an option. Most if not all Composites (I would need to check) were re-graded as Standard Class during the late 70s/80s when CIE ended up with a shortage of MK2D Standards and a surplus of Composites when CIE decreased train frequency and increased train length following the 1st 1970s Oil Crisis.
As far as I recall the Dublin-Rosslare and Dublin-Sligo trains were standard Class only and relatively short (5-6 coach length) when CIE 'cascaded" MK 2D coaches to both routes following the introduction of MK3 Coaches during the Mid-1980s.
Four coaches behind a 001 or a pair of 121 Class would be a reasonable representation of a Dublin-Rosslare or Dublin-Sligo train, or the 001 worked afternoon Heuston-Waterford which was a Standard Class MK2D link during the late 80s early 90s. (I took a series of photos of the train still in the CIE Supertrain scheme near Cherryville Junction in 87-88
The CIE Enterprise and other the Heuston Coach MK2D links tended to use longer rakes.
When Mk.2 air-conditioned stock came to the Sligo links, they got a composite (still with 1st, and between the gen van and the buffet) in each of the two sets, plus buffet and 4 or 5 standards. The Rosslare sets were all standard, and shorter, so probably more helpful as regards as 4-5 carriage train, including gen van. Ex-composites often turned up as one of the three or so standards, with gen van and buffet.
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1 hour ago, airfixfan said:
Ganz railcar came from the LNER bought on the cheap by the UTA and used on the Bangor line in the early 1950s
Being single cabbed and non standard saw it rarely used by the early 1960s.
It had cabs both ends, so far as I know. I thought one problem was a relatively low seating capacity, and another was that it wasn't that mechanically reliable.
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On 22/9/2023 at 9:40 PM, Irishswissernie said:
An interesting comment from Jonathan Allen on the original Aghadavoyle station Flickr post.
'Cabin closed 1965 - presumably at the same time as Goraghwood - Newry - Warrenpoint. Lever frame was on the first floor of the station building (in the bit jutting out) and later collapsed through the floor! For many years, it could be clearly seen when passing by train.'
Adavoyle was replaced by a new "cabin" (a hut) at Meigh. Adavoyle was apparently inconvenient if a northbound freight was stopped at it, as it was not handy restarting on the rising gradient. Meigh was easier in that regard and also covered the level crossing.
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3 hours ago, Galteemore said:
Adavoyle station most interesting- signal lever frame was located in a front room of the house. Quite what js being signalled here is rather puzzling, unless the signal beyond the bridge has been placed on that side of the line for sighting purposes.
The Up Home at Adavoyle does seem to have been been for sighting, as there's a farmer's overbridge not far north of the station. The station appears to have been built c1892, which would explain the integration of the signal cabin in the structure. Quite why the station was built at all, and not just an intermediate cabin, has always puzzled me.
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3 hours ago, Mayner said:
Train consist includes what looks like an ex-GSWR 12w "Rosslare Route" Dining Car 353 of 1906 and recently introduced Craven stock. 353 appears to have been withdrawn in 1968.
Possibly an IRRS specials in connection with the closure of the Mallow-Waterford line and the diversion of the Boat Trains to run via-Limerick Junction and the introduction of mechanical staff exchange (snatchers) on the Waterford West-Limerick Junction section of the W&L line.
Great photo, particularly nice for me in showing the EMD Worksplate was the blue/red version, rather than the grey I had thought was in use by the time they appeared.
As for the train, from Irish Railfans' News:
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On 22/5/2023 at 9:00 AM, KMCE said:
Difficult to put a date on this one, however the bunker/cab has not been modified, so that puts it pre c. 1936. 670 & 674 were modified in 1934 following crash damage with the others being modified later.
The semaphore signalling on the ex-DSE side of Amiens Street was replaced in 1934 (commissioned 28/10/34), so the loco is probably less than a year old, given there is no sign of any replacement colour lights, which would have been installed before October.
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On 2/5/2023 at 4:58 PM, Wexford70 said:
Another example of mixed rolling stock. This time Cobh May 1971.
The train consists of what may be a 1953 built standard, a Park Royal, a "Dutch van" and a "Craven
I thought the leading carriage looked to be a Harty GSR-built corridor third (flat sides), but I enlarged the photo and don't see any truss rods, so more probably a 1339 series CIE built corridor third (second by 1971).
On a separate note, the Suburban Park Royals only seem to have got TL cabling c1980/1 or so.
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23 hours ago, jhb171achill said:
This clarifies the details of the Galway main line; often thought by many to have been FULLY double at one stage, but it wasn't quite........
And given Attymon - Athenry only got double-tracked c1905, it only lasted, such as it was, for 20-odd years.
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18 hours ago, David Holman said:
Am only going on what the atlas suggests, so fuller historical knowledge trups that every time!
Not having a dig at you or Mr. Hajducki. Given we all make mistakes, it's no surprise that books have them too!
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20 hours ago, David Holman said:
- Kilkenny - Laviston
I'm not aware of there ever being a cabin at Lavistown, I think it was always only two single lines running in from Carlow and Waterford to Kilkenny, together.
On 15/4/2023 at 1:38 AM, Branchline121 said:What was the story with the Drogheda-Navan line? All the OS Maps show it as single-tracked (although the final 6-inch signifies accomodation for a second), but various photos show two lines, and it was singles again from c. 1965 onwards(?) Can anyone clear this up?
Navan Junction to Kingscourt Junction was, for a short time, a proper double-track line, with a cabin at Kingscourt Junction. Like a lot of cabins probably over-provided during the installation of block working and interlocking, (post-Regulation of Railways Act 1889), Kingscourt Junction had a short life.
Harpers block was installed Newry King Street to Bridge Street c1907, so the double-track was from Newry North to Bridge Street.
The Belfast Central was double from Central cabin to East Bridge too.
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On the MGWR, Collooney MGW station to Sligo was double-tracked, except for a short stretch from Collooney Junction to Carrignagat Junction.
On the GNRI, Portadown - Trew & Moy was double, the section from there to Dungannon had a tunnel, so stayed single, so far as I know. Dungannon to Donaghmore also got doubled I think. Newry North to King Street was also double.
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Do you know if this a bad sign for the coach or is this just the normal state?
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On 24/1/2023 at 12:25 PM, Old Blarney said:
Athlone, Great Southern and Western Station and Yard?
Looking to the right-hand-side of the signal, between the two sets of Telegraph Poles there is a Railway Line. The Midland Great Western line from Mullingar met the Great Southern and Western Line from Portarlington East of the Shannon Railway Bridge. This junction was a short distance West of the Great Southern and Western's Station on the East Bank of the Shannon River.
The point rodding run doesn't seem to correspond with Athlone East. It does look like the west end of the layout at Mullingar West, see this photo only you're facing the other way:
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On 12/12/2022 at 7:50 PM, MAL said:
By BSGSV's reply I understood now that the MK3 were on intercity service Cork-Dublin(Heuston) in 1990 @ around 10:xx leaving. This matches to my memories as I tend to be sure I rode on a MK3 (bright interior).
The Cravens had been backup in common.
Unfortunately BSGSV wrote the late train would have been with MK2 but not if b/c or d.
Were the MK2c/d not assigned or released for this intercity service?
Any further information is real fun to me.
Anyway thanks to all the suppor I get here!
The Mk.2d was vacuum braked, and the Galway trains had a vacuum braked TPO included for mails.
The other Mk.2 stock was air braked, as well as having windows with ventilators, and wasn't in service in 1990, only appearing later.
The Up train from Galway might have had problems, and not arrived in time to form the down Cork service, so a scratch set may have been sent instead, formed of whatever was to hand that wouldn't mess up the following day's diagrams.
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From the sounds of the above, unless you were on the 05:20 Cork-Heuston (which does not seem likely for someone on honeymoon), then Cork to Dublin should have been Mk3's.
The Dublin-Cork train at 20:40 or so, should have had the Mk.2's which came up from Cork at 05:20 (and went to Galway and back during the middle of the day). It does sound like something was wrong if you had Cravens, which would be the bet for a backup, and the only carriages with the windows you describe allowed down the Dublin to Cork mainline in 1990.
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Sorry to be a pain, but the Alphagraphix's kit is for the type of cabin put up by the GNRI in the 1890's, 1900's. The cabin design changed in the early 1910's to a new, (similar) design. Dublin Amien's St. was built in c1923 to replace Dublin Central , which was destroyed in the Civil War, to the later design.
The interior photo was taken in 1959, and shows a lot of empty space at the far end of the operating room. Originally the locking frame was much longer, as the cabin also controlled the GSR lines, from the GSR Loop line platforms, towards North Strand Junction. However, when the GSR took over control themselves (on West Road opening), the GNRI frame was shortened.
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23 hours ago, WRENNEIRE said:
Not sure about 2651 but 1442 was a Park Royal fitted with Storage Heaters for the Ballina Branch as there was no heating van on that route, an unusual coach.
At the time Cyril Fry got those, 1442 would have been without the heaters, as they only came in the 1970's. 2651 is an AEC Railcar, one of the last of the "main line" ones.
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19 hours ago, jhb171achill said:
This is interesting; why, I wonder, are there several UTA buses parked up there? Possibly the UTA had sold them off to a local school bus or other type of private operator?
1968 is about when the Free School Transport scheme came in. CIE did not get much (if any) warning, and were left scrambling to get vehicles together to meet the demand. This included both postponing withdrawals and buying some secondhand/withdrawn half-cab single decks from the UTA, to tide them over until the Bedford SS class could be produced. Perhaps the buses in the background are some of those?
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Genuine Railwayana
in General Chat
Posted
Looks like a batch of posters obtained to be on hand at short-ish notice, which could then have the details written on, whenever they ran an excursion.
As a guess, they could have used ink, but that might run if (rain-)water got on it, whereas pencil wouldn't.