BSGSV

I agree. The shed should also be next door if it was Bally, and the main line should be in the background.

Birdhill did have a turntable, not at the station. Appears to be up at the divergence of the two single lines, between them.

I'd guess Roscrea, but not sure. Other local sites don't seem to tally map wise.

I don't think there is a difference. I think it's just that the snatcher is covering the open droplight.

That's them. 40 first, 36 seconds.

Nice one gents. I think that's the first photo I've seen of those 10 suburban compos before they got converted to brake standards.

It's one of the ones Mr. Bulleid got built at Inchicore, additional to the 60 from AEC, 2660-2665. They appeared in 1957, but were all converted to powered intermediates from as early as 1961. 2660 was one of the railcars on the last day of service.

Well, neither Garfield nor myself are old enough to have been there at the time, so we are relying on sources. In fairness to JHB, he would have been a little young too I think, for such detailed record taking! Barry Carse's book also mentions the two greens, and he also, like JHB, would have a keen observer in a father who would have been about at the time. Barry also mentions that A46 was the only one to migrate from dark to light green - a statement I have seen elsewhere, and hardly something to make special mention of if there were not more than one dark green loco that could be repainted light green in the first place. C231 and C234 are both stated to have been delivered in (dark) green, rather than silver. I would suspect the IRN article was based on notes taken at the time in 1958-62 or so, and I would have thought that howlers would have been weeded out by the editorial team, if they didn't write it themselves in the first place. Anyway, a good excuse for re-reading! I guess the upside is that if you want multiple dark green A's running about on your layout, nobody can really tell you categorically you're wrong! Mind, this is just the colour discussion. What about detail differences like which ones in green still had sandboxes? One for another day, I think.

I offer the following from Irish Railfans' News, August 1969. "The A class diesel loco was introduced to this country in 1955. The first arrivals entered service in a silver livery but there have been many changes since. The following article deals with this specialised but interesting aspect of locomotive development. The silver livery of the first As was offset by green numerals at each end and about half-way along each side, by a green CIÉ “snail” emblem on each side, and by the red buffer beams. As the years passed the livery became more and more dishevelled until by 1958 all (except A16 and A19 which were repainted in 1957) were grubby, to say the least. A change was made then: in May 1958 A46 appeared in a livery of dark green with a light green waistband and numerals. The buffer beams remained red. About the same time A36 appeared in a lighter green without the waistband but with numerals and buffer beams similar to A46. In time A locos 10, 11, 15, 24, 25, 34, 45, 51, 54, 57, 59 and 60 came out of the shops in the “A46 livery”; this was during 1958-59. Early in 1960 the overall light green livery, as on A36, began appearing on a wide scale. Late in that year A46 itself succumbed and came out sans waistband in the lighter green. The preference for the lighter green livery continued until mid-1961 although it should be noted that no other loco made the transition from the dark green to the light green livery. Thus in 1961 the A class locos bore two green liveries while the original silver livery (in a really poor state) was still to be found. There was a dramatic change in September 1961, when A6 appeared in a livery of black, golden brown and white. The white consisted of a band around the loco, a little below roof height, which dipped to a point at either end over the ridge between the cab windows. Below this was a wide layer of black which likewise came down in a point, this time below the cab windows and immediately below the point of the white band. The rest of the bodywork was brown, and the buffer beams were the familiar red. The numbers were in white on each end only. This livery spread gradually during 1962-3, though after the first few locos the black band was made narrower. To confuse the picture, however, A16 appeared early in 1962 resplendent in the original silver livery! Though the “black and tan” livery (as it was very quickly dubbed) was applied to A locos: 1-3, 5-8, 12, 14, 15, 17, 20, 22-24, 27, 31, 36, 37, 39, 40, 47, 48, 50, 52, 56 and 58, there were still some locos running at this time in the old silver colours. The latter were by now exceedingly worn and some numbers were barely visible. Then early in 1964 A30 appeared completely black in colour, the only relief being a white band above cab window level at each end; this rose to a point in the centre, between the windows. There were white numerals at each end and midway along the sides; the buffer beams were orange. This did not last long - only 2 other locos were so treated, A49 and A55 - but was replaced by a slightly-modified version in which the buffer beams reverted to red, and the centrallyplaced side numerals were replaced by two separate smaller numbers on the sides: one at each end, just above the bogie and behind the cab door. The modified black and white livery remained unchallenged until mid-1968 and almost all the class were painted in it. There were exceptions, of course: As 1, 15, 22, 37 and 52 remained black and tan, the damaged A54 was still dark green, while A16, following its efforts in the filming of “Darling Lili”, was in a rather extraordinary livery which was mainly black with a stretch of black and tan at either end. By this time also, A58R and A59R had appeared in black and tan. In June 1968 A52 appeared in a variant on the all black livery. It had a yellow patch covering each end from just below the cab windows down to the buffer beam, the yellow area being the full width of the loco. The numbers at each end were in black. The livery was not adopted for A15, which was since repainted in black and white, without the yellow ends. The current position is thus: As 22, 37, 58R, 59R: black and tan; As 4, 12, 13, 20, 24,31, 34, 50, 52, 55: black and white with yellow ends. All others are black and white. Just what livery (if any!) will appear next is anybody’s guess. Even without a new version there has been a varied enough series so far".

In the early 90's, until the arrival of the (new) 201 Class and the first railcars, IR were badly strapped for motive power. Failures were common and the locos would be sent back out with a sticking plaster on, as there was nothing else. An A on the Rosslare road was an alternative to the frequent appearance of a single Bo-Bo.

I really enjoyed it, and many thanks to Leslie for his work in preparing and presenting it. I loved the photos of fair day at Baltinglass.

The CR ones don't appear to have clerestories, but the GSWR ones did have, didn't they?

No. The MK2AC stock was vac braked like the BR Vans.

There's a tanker at DCDR that looks similar too: https://www.downrail.co.uk/trains/

As you say, but could have a motor issue too. On the GM's you need to isolate a pair, so an 071 would be on four motors. I think 071's also very occasionally were used in that state on the Limerick - Ballybrophy line, in similar circumstances.

I would agree with Ernie that the larger map shows the gravel pit in use from c1896. After all, the signal diagram shows the line from the pit having an Up Home signal before Dunsandle station, clearly to prevent trains from the pit proceeding beyond that point until station staff were prepared for them. The signal cabin appears (from Weekly Circular) to have closed on 08/03/1926, with Homes and Starters in both directions removed. I expect the distants were left for the level crossing gates. Ground frames either end controlled the points to the good's loop.

Yes, B4's, but without the dampers generally on UK bogies. The dampers are (or aren't) each end of the bogie beside the springs. Looking at a few photos should make it clear.

B5's.

The first named trains ran with the introduction of the Summer timetable on 13/06/60. The initial 09:20 Galway - Dublin and 18:50 return were formed 2616+1367+2422+2609 (Galway portion) and 2608+1361+2637 (Westport portion).

The GSWR retained three classes until the Amalgamation, along with some of the smaller companies, but the GSR move to two-class (1/3) early on. The GNRI kept three classes until 31/12/50 and, like CIE, changed the former 3rd to 2nd from 03/06/56.

The first two were loco-hauled, as JHB says, the latter railcars with two portions, one each for Galway and Westport, splitting/joining at Athlone. This train was unusual in travelling via Portarlington, when the rest went via Mullingar. Well, in fairness to JHB, that is the CIE date, and I've not seen similar for the UTA. CIE announced it was going to make the change earlier in 1965. I had thought end September/start October would mark the summer to winter timetable change.

Second became standard from 20/09/65. Vac cylinder looks very close to the near solebar, so could be possible to pull the valve by reaching in from this side. May just need a string the far side.

2509 was tried on the branch late in 1960, but it went back to its regular duties on Limerick-Nenagh locals, and the branch stayed steam, usually with a Midland J18/J19. Most branches had at least bogie coach in the local set by the mid-50's. In June 1962 found 583 (the regular loco) with coach 2111. As Mayner says above, from 4 Feb. 1963, services were increased from 2 to 4 each way per day. Steam 583 was replaced by a G611 class loco and coach 1910. 1910 had storage heaters in place of three pairs of seats, plugged into the mains at Loughrea at night. The former non-smoking area was made a first class area by putting antimacassars on the existing seats (!) to give 6 first and 26 second class seats. This seating arrangement only seems to have lasted about a year, and the second class area seems to have had "bus" seats fitted, to bring the total capacity to 53. I'd guess the "bus" seats were the same as used in Dublin Suburban railcars. A late 1964 note says that resurgance of traffic required retention of the summer formation - a "C" class with two bogie coaches. How long this lasted I don't know as by late 1965 a traveller to the branch noted G613 and 1910. 1910 was still there in March 1968, as C226 filled in for an unwell G613 with 1910. "G" class seem to have had an "on-off" relationship from about 1970, with them not being used by May 1970, back again by August 1971, but appearances by substitute "B141/B181" and "B201" don't seem to have been uncommon. Jonathan Allen tooks photos of G616 as late as May 1975 working the branch, but with 1904 by that stage. As Mayner says, when 1910 retired is not clear, or how.

Yes, they were used. A late remaining example was on the trap points from the yard at Gort. They tend to be identified on diagrams by having the same lever number as the turnout they are with.

A Paddy O'Brien photo is his album on the IRRS site shows 987 and 988 at Sligo in March 1974, with a large "ESSO" oval plate on the right hand tank side, silver/grey barrel and what seems like red solebars. 988 has J hangers too.