BSGSV

I think the Day Mail was the 11:10 Down. The Mk.2AC set started on the 05:20 ex-Cork, went down to Galway on the 11:10, Up on the 15:10 and back down to Cork on the 20:35 Heuston-Cork, ready to start again next day. Times could vary from year to year, but it was like that for several.

CIE had many more TPO's than that, but over a long period. What era are you thinking of? The mail only ran to Wexford from Westland Row, I believe, and was taken off in the early 1970's. A couple of other comments. It's nice to see a photo of the Galway Day Mail (leaving Clara?) with BR Van and TPO at the front of the Mk.2AC set. Aside from the Galway trains, I thought all the mails had gone to combined GSV+TPO+air braked liner flats by the end, already sorted mail being carried on (10'?) containers on the flats?

Regarding "silver" coaches, my information is that the following were involved: Heating vans 3101-41 appeared in 1955/6, in unpainted aluminium. 2nd's 1429-43 of 1956 were unpainted aluminium, complete with a red "2" on the doors. Such was the lack of wear of this finish that repaints in green started in 1958. Compo's 2162-71, Luggage vans 2700-65 and 4-wheel TPO's 2962-71 of 1957 were unpainted aluminium, as were bogie TPO's 2972-8 and 2nd's 1444-8 of 1958. Coaches before and after were in shades of green.

I'm afraid you're being misled by the incorrect caption. Those are CIE Inchicore built suburban compos.

See post 62 in this thread.

I would suggest you're probably better off starting with the free to look at Irish Railfans' News, helpfully reproduced by RPSI at: http://www.steamtrainsireland.com/IRFN/ It's mostly text but there's lots of information and it's much more accessible than trying to find IRRS Journals, good though these are.

It looks like one of the GSR 1936 Dublin suburban brake thirds. These were flush sided vehicles, like the main line coaches of the period, but non-gangwayed. The end windows would be for the Guard. CIE later fitted gangways (see another of them in Des Coakham's Broad Gauge Carriages book), and they wandered on main line trains despite, like the suburban Park Royals, not having lavatories.

I can add a bit more, having gone through earlier IRRS Journals last night. The Radio Train started in the Summer of 1950, to Killarney every Tuesday, June 6 to August 29, from Amiens Street. Most Thursdays during that period, it was scheduled to go to Galway. 875 was the only studio coach at that point. Its studio compartment was enlarged in 1951, presumably as a result of experience the first year. By 1952, the train was also running to Sligo and Cork. Killarney on Tuesdays and Saturdays, Galway 6 Thursdays, Cork 4 Thursdays, Sligo 2 Thursdays. This seems to have put pressure on the available stock, as a kitchen car was converted from 1130 in 1952,(and appeared in the Radio Train as per the 1955 comment in the previous post), and in 1953 a second studio coach was converted by (sic) "953 invalid coach, the old radio van will be retained for use as required". I think 953 is a typo for 935, as 953 was a non-corridor six-wheeler from a large batch of similar vehicles! The additions of 2126/7 and 2135 suggest a widening of the programme in later years. I have seen a note that several of the last batch of CIE seconds (1497 to 1503) were allocated to the Radio Train after building.

As the brochure dates from 1954 and the 2126/7 conversions only date from 1955, as Kirley suspects, there were earlier conversions, both gangwayed vehicles. 875 (Built 1907, 66' long, 9' wide, 12' 10" high, clerestory roof, originally 1st/3rd/Brake, 12 first, 40 third, 2 lavs and guard's van). 935 (ex-WLWR, Built 1896, 48' long, 9' wide, 12' high, arc roof, turned in ends, Compartment/Saloon layout, 19 first class seats, 2 lavs, small kitchen). I suspect the cover photo shows 935. 2126 and 2127 of 1955 were joined by 2135 in 1961. A comment in 1955 suggests that the "normal" radio train included kitchen car 1130. These five were re-numbered (along with the ambulance coaches) into special series in 1965 - RS20 to RS 24. 875 (RS20) and 935 (RS21) were withdrawn in 1966 and were replaced by two new conversions RS25 and RS26, ex-GSR suburban compos 2117, 2118. There's a photo of one in Pender & Richards, "Irish Railways Today". This last pair seem to have been relatively short lived.

The Camping Coaches were announced in the Spring of 1959. Six were prepared for the 1959 season, two each for Dungarvan, Killarney and Carrick-on-Shannon, available from 2nd May to 24th October. Each coach cost £650 to convert and included sleeping berths for eight, a spacious living room and fully equipped kitchenette. Lighting, heating and cooking was by Kosangas. Bed and table linen, crockery, cutlery and cooking utensils were also provided. Livery was described as being CDJRC style or dull pink and cream. HC1 was completed in early March and put on display in Platform 3 at Amiens Street from 16th to 28th March, presumably to advertise the service and encourage bookings. HC1 to HC6 were converted from 803, 811, 802, 934, 832, 347. Unfortunately which went where is not recorded. Apparently the season was successful and two more coaches were converted for the 1960 season, for Tramore. However, the two at Carrick-on-Shannon were transferred to Galway. HC7 and HC8 were converted from 818, 837. The W&T closed on 31/12/60 and apparently all coaches, including the HC's, were moved to Waterford, where one at least had to be removed, as the next mention of allocations is as late as 1967, (which appears to be the last season), when HC4 and HC5 were at Killarney and HC1, 2, 3, 6, 7 were at Youghal. Early in 1968 the Camping Coaches were withdrawn. They were stated to be for likely use as Staff Sleeping Cars and it was noted two had been at Tuam during the beet campaign. HC7 became 529A and was located at Dungarvan for the lifting crews on the Mallow - Waterford route. HC6 became 528A and was seen at Limerick Junction on 18th March 1968. 529A retained its roof boards reading "Holiday Camping Coach" and both were still red and cream. That appears to be the last reference. Pender & Richards shows the following conversions to Departmental use. 523A from 803, 524A from 811, 525A from 802, 526A from 934, 527A from 832, 528A from 347, 530A from 837. It doesn't show 529A but that must be 818 as above. Presumably, if they did become staff coaches, they were replaced by the ISO type boxes placed on four wheel flats, dating from 1970?

Regarding the HLV and GSV differences, this thread has explored this subject before: http://irishrailwaymodeller.com/showthread.php/3553-Generator-cars-for-irish-coaching-stock-specifically-HLV?highlight=steam+heat+van

Oh, you bad people suggesting the CIE diesels had firemen! Unlike BR, CIE moved to remove the second man right from the first arrival of the Metrovicks, and they were driver only from the start. Again, unlike BR, CIE insisted on having all four positions fitted with driving controls, not just the left hand side of the cab, although that was the usual driving position. Hence the recovery of the wiper motors on the secondman's side for re-use as spares. The Metrovicks adopted a similar wiper motor to the GM's later, and got both wipers back. CIE did end up having to put another man in the cab, to operate the staff snatcher when required, which I would imagine irritated management hugely, as one-man operation was a sacred cow, like the non-use of sanding. The early Metrovicks had sanding and even the 121's had the boxes fitted as standard. CIE decided it wasn't needed.

I don't believe 234 ever had silver, being green from new, then black, but if there's evidence of silver, I'd be interested to see it. On an "A" class matter, this model has turned up at DCDR. Can anyone shed any light? https://www.facebook.com/IrishTractionGroup#!/IrishTractionGroup/posts/941228345966618

You can buy a copy if you wish! http://www.ebay.co.uk/itm/272158919173?_trksid=p2060353.m1438.l2648&ssPageName=STRK%3AMEBIDX%3AIT#ht_1417wt_1037

Great question. I found a photo of 233 and the porthole was still missing. I haven't tracked down a suitable photo of 234/NIR 109 yet.

When CAWS was fitted to the locos in the early 1980's, the locomotive receivers were mounted on brackets under the bufferbeam, each end. As these were ahead of the lifeguards, they were prone to damage as they would be first to hit any ballast etc. sitting on the rails. The solution adopted after about 6-7 years, was to fit the the large metal framework supported from the bufferbeams, JHB's "fangs". None of the "C" class got the framework, and not all "A" class either, as some were already withdrawn. The headlights were fitted as part of the "transplant" project, as were the additional roof boxes beside the air vents, to accommodate the air intake/Roots blowers on the new engines, two on the "A", one on the "C". The "C" class also got larger radiators. Barry's book is indeed a pleasure, and I am looking forward to his and JHB's upcoming book on the North Kerry, as their last collaboration on the West contained a splendid collection of photographs and commentary.

JHB, that first picture is of Ardrahan, not Craughwell.

I'm not aware of any bogie vehicle that didn't have brake cylinders for each bogie.

Carrick-on-Suir and Tipperary are still working. Limerick Check still has its mechanical frame too. Clonsilla and Killonan might also be considered, given their gates arrangements.

I'm afraid the only electricity involved is the light bulb to illuminate the dial at night! The cable from the housing on the axle end to the speedo is removable and come in different lengths for different loco types to avoid excessive slack having to be "lost".

According to Irish Railfans' News for Feb. 1971 B123 and B127 received red bufferbeams in 1961 and 1962 respectively. This was done by Grand Canal Street depot as the locos were rostered to work the Wexford Opera special. The cab height of the 121 is very noticeable if the door is stuck and you are hanging from the handrails trying to get in! The Hasler box shown in the picture above seems a bit more sophisticated than those fitted to 121's etc., which just appear to have gearing driving a cable leading to the speedo in the cab.

In addition to the multi-sockets and air pipes, the 121's were also fitted with the high-vacuum pipe for (AEC conversion) push-pull working. It can be seen to the left of the screw coupling. The later Mk.3 P/P saw door controls and an additional changeover switch fitted in the cab. On the subject of uni-directional 121's, a poor 1986 shot of the first Up Sligo arriving in Dublin. Locos are 123 and 129. When released, the locos went 129 nose leading to the shed.

The Bachmann model appears to be based on a Somerset & Dorset Joint Railway design (have a look at Midsomer Norton for example). The Ratio model is based on the McKenzie & Holland Type 3 design, which wasn't used that much in Ireland (see Goraghwood with a panelled brick base, or Macroom (C&MDR) in timber. The Gloucester Wagon Company/Railway Signal Company design, in its basic form, was used extensively in Ireland - but I haven't seen a model produced yet.

I don't like your quiz as the question is too hard! I'm not saying this is the last, but I do believe that, despite the caption, there's no middle wheels on this carriage. They may have been removed to make it easier to get around the curve, something done on the Isle of Wight too.

Can I just clarify, please? Is it passenger carrying only Irish standard gauge carriages you have in mind, or NPCCS as well?