BSGSV

A nice job, indeed. I believe the cabin had a fire, sometime in the mid-1960's to early 1970's, and the roof was changed from the normal curved one.

The short answer is I don't have measurements of the signals - the cabin was still there when I was rambling about, long after the signals themselves had gone. The platform bracket signal seems to possibly be an older one, with new arms, given the "parachute" finials. A photo I have seen indicates that the top of an 80-class passing the signal is about level with the bottom of the shunt signal posts bracketed out lower than the two main signals. You could estimate from that, perhaps?

Sorry, I missed this enquiry earlier. Notes I have say the length of the cabin is 17 feet 9 inches long, by 10 feet 5 inches wide. The extension at the station end under the stairs was 3 feet 9 inches. The operating floor was 8 feet approximately above ground level and 6 feet 6 inches high. Timber front to the operating floor and most of each sides, with brick rear wall. No windows in the base. The odd diagonal "hole" accommodates the end of the girder on which the lever frame is mounted, the girder being supported by the end walls. The lever frame was a Westinghouse A2, 32 levers, 4 inches lever centre to lever centre, mounted at the rear of the cabin. The cabin probably dates from 1932 when the station was resignalled with LMS upper quadrant semaphores, becoming the only location on the island of Ireland with a large number of upper quadrant signals. In latter years, the cabin worked short section to Magheramorne with No.6 Tyer's Tablet and long section to Whitehead with Railway Signal Company key token.

Courtney & Stephens (Courtney, Stephens & Bailey) made signals, interlocking frames and cabins on their own account, probably the only Irish contractor to do so. They seem to have later become agents for the Gloucester Wagon Co. (who expanded into signalling to supplement rolling stock construction income) in Ireland. The Railway Signal Co. was a later creation of George Edwards who left the GWCo., along with his patents, and set up on his own account, leading RSCo. material and GWCo. material to have a similar appearance.

The GNR(I) converted all distants to yellow on a line by line basis (in the early 1940's if memory serves), including those south of the border. CIE repainted some back to red! NCC and BCDR also used yellow distants.

It depends on the time period of the model. Timber square post signals would have been very common, all over, 100 years ago. There was a fair amount of lattice post signals, particularly on the DSE. The GNR seem to have used the telegraph pole in their later years, as an economy measure, as they don't seem to feature in earlier photos (but someone's bound to prove me wrong on that now). There was a small number of concrete post signals. The GSR introduced tubular metal signals and CIE continued, so with renewals, these became most common on CIE lines.

Glover, I'm not old enough to remember seeing them in the flesh, I'm afraid. I rely on old photos and documents. Mr. McQuail's photo was in colour, which was handy, and 779N had a black end, the golden brown and white were just on the sides. I had another look at the photo of 786N, and the white definitely isn't taken across the end anyway. What I didn't spot first time around was the bloke in the background. What was he standing on?

I have seen a photograph by Pat McQuail of 779N in freshly applied B&T. Photo says Inchicore, but it looks like Limerick to me. The IRRS may have Pat McQuail's photos now.

I think it may be from the starting signal release key mechanism attached to an ETS staff instrument. When you get a release from the signalman in advance to take a staff from the instrument, you can also take the key out, and use it to release the lock on the starting signal lever in the lever frame.

For the several minutes of pleasure it has given me, just gazing at that lovely picture, thank you.

Nice. Looks like Up and Down Sligo's crossing at Longford.

I would suspect it is one of 2952-4, converted from GSW 45' non-corridor, gas lit carriages in 1950. They retained the gas lighting and lack of corridors. These were allocated to the Galway Night Mails in the 1950's, two working, one spare, which also probably covered for 1M on the Day Mail. Like you, I am surprised to see one still about with a 121 class., given the 17 "Silver" CIE built TPO's were about by this time. Apologies if I have distracted from the 121 thread again!

Not 133. 123 and 131 were the pair other than 124 and 134 to get refurbished. 131 was the first and differed in some details from the others. A fire put paid to 131 and 123 seems to have had electrical issues and ended up as the inchicore Works Pilot for a long while.

B121 looks like Athenry with an Up train at the Down platform, given the red disc signal between the tracks. No pipe on the bridge at that time. See O'Dea's photos: http://catalogue.nli.ie/Collection/vtls000148612/Home?lookfor=athenry (hopefully will work).

Looks like 121 to me. The vertical part of the last digit is parallel to the first "1" and not parallel to the middle part of the "2".

For information, I picked up the photos I referred to before from eBay (other auction sites are available). There may be other Mundy photos that I haven't seen. The carriage numbers Mr. Mundy took pics of at Antrim on 28/10/67, that I have are: Lined: N384, N464, 338, 342, 375 Unlined: 291, 230, 385 Also lined N609 (photo Portadown 4/5/68, carriage in very poor condition with panels missing).

There are Nigel Mundy photographs taken at Antrim in 1967 which show carriages without lining. As they are black and white photographs the base colour is unclear. Given that the unlined ones are among others with lining and they were all photographed the same day, it is clear that the unlined ones are so, and not just that the lining has faded. On the lined ones, the straw shows up very clearly. All the carriages seem to be stored.

I'd agree with Ballycullane, as the only other contender, Killinick, doesn't match.

Large ETS was in use throughout the GNRI, from introduction of block working to (mostly) line closure. But then, they didn't have such a need for replacement new instruments in the early 1920's, because nasty people decided to burn their cabins down (though there was a bit of that). Nor did they have as much singling later. And they seem to have been poorer than the GSR in the 1930's, so less inclined to spend if they didn't have to.

It might be a case of why attempt to exchange large ETS with the train on the move, if you can do it with the train stopped and have a few words with the train crew?

I could well be wrong, but I'm not sure the 6-wheel carriages are in Dublin. Is there any chance they could be in Albert Quay?

I'm glad to be of some help. I meant to look at that awful Beaumont's book when I got home from work to check Ardrahan, but forgot! (Only joking JHB, I blame Barry). I'm disappointed I failed to identify 186 too.

143+186 date is 13/5/1978. Location could be Ardrahan. If the date of the one with the horse is right, then it must be 171 on the RPSI 10th Anniversary Railtour, which went Whitehead - York Road- Waterside - York Road - Whitehead.

I think B159 is at Tipperary, Limerick Junction end, with both main and loop starters on the same side.

Interesting thought re the G class. With regard to the railcars in use as hauled stock, as they had vacuum brakes they were used (as IRN shows) more than once as hauled stock for relief trains.