BSGSV

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.

It's the entrance to the locking room.

B123 and B127 apparently had the red bufferbeams added by Grand Canal Street in 1961 and 1962 for Wexford Opera trains.

Just saw a photo of 125 which also had the small front window.

The boxes contained brake valves certainly, maybe CAWS/Radio equipment too - my memory is vague on the latter. Size on both sides varied between periods - original, when fitted for multi, air brakes, push pull.

I had a look through some of my photos, and CAWS was fitted while the larger middle window was still there. The smaller window seems to be more late-80's and, aside from 126, the photos I found so far all have the IR points logo and white stripes. 126 had a small window by Auguest 1988 and was still in Supertrain livery. Aside from it, I have seen no photos where the grills on the solebar co-exist with the small middle window. I have no proof, but the small window may co-incide with mods for working Mk.3 push-pulls? One of the side boxes, beside the cabs, also seems to have got taller about the same time.

I have to say sorry to you too. I'm afraid the comment re the missing "3" and signal arm was intended to be jokey, but clearly didn't work.

Oh goodness, no! I meant no slight on your work and I'm very sorry if that's how it appeared.

My original comment was somewhat tongue in cheek, but still, only one digit readable. Aside from the plate you mention, the bottom of the tank also looks like it has been patched too. JHB's comments on the West Cork track suggest the seeds of closure were sown a long time before it happened.

I think the golden brown/black/white livery dates from mid-1961, while the CIE "corporate image" based on the new "broken wheel" emblem and the colours white, light grey, dark grey, golden brown and black dates from late-1963.

There appears to be nameplates on the carriages, suggesting it is one of the two Cork named trains, which may also be why the carriages are so tidy.

I would have thought oil gas, but I can't see a reservoir under the solebar, but it is dark. Some thief seems to have been at work too. A "3" is missing from the loco and the left most signal appears to have no arm. Seems a surprising amount of weeds about too, for 1953.

Refilling lamps would depend on the type of burner, some did last a week, especially in more recent times. Earlier, the Lampman's task would be a daily one or every few days. The rear facing white lamp is for the signalman to be able to check the lamp is still burning at night, and as the back blinder (as seen on the Rathdrum signals) co-acted with the arm, it also showed the whether the arm was off or on. Many signals latterly were converted to electric bulbs, as can be seen in the Cork view.

Thanks to you and Dive Controller for the information. I suspect if 125 didn't get changed, it was possibly a result of body overhauls in the 90's.

Looks like a 141 centre window on its side. Are there photos of any with the narrow centre window that aren't one of the refurbished examples (123, 124, 131, 134)?

124 and 134 both have 567 engine blocks originally on 141's.

Sand box filler

I'm afraid the article does not include the specific vehicles involved.

The modern carriage is CIE built with Commonwealth bogies, a compo by the looks of it.