jhb171achill

Not remotely a stupid question - a very valid one. Everything was grey until 1970, and after that the brown livery appeared. However, flat wagons of this type were on their way out by then, so not all that many got the brown livery - a good lot of them, possibly an actual majority, saw out their days in grey. So a 1970-1977 layout can legitimately have both grey and brown.

Yes. I think these were for North Wall traffic. I think I’ve some info at home - will delve later. Not identical, but very similar. As Mol shows in pics quite a few detail differences. Apart from the panelling, see the footboards.

Yes, all grey pre-1970; brown the last few years, but even when the very last loose-coupled goods ran in the late 1970s, possibly 10-15% of the wagons were still grey. The standard CIE guards’ vans were either 20T or 30T.

Excellent list. Pity there’s nothing Midland on it, though!

A “might-have-been” factory beside the railway….. think Courtaulds (Carrickfergus), Allmans Distillery (Bandon) and of course CSET at several locations. For a built-up area, we had Shell at Alexandra Road, Dublin, with their diminutive Planet loco. In my teens I had considered a shunting layout based on Westport Quay as if it had been a private railway, to make use of an old Hornby shunter of some sort that I had. (Like many a grand scheme, it never saw the light of day!)

Indeed. I got a "Q" Kits "C" class. It was warped when I got it, and it warped more before I got it properly made up. The only advice I was given was "put it in warm water and straighten it"! No more Q Kits for me!

In 1900 you’d have got FB just about everywhere…. especially in sidings / yards. If the sidings were old, sleepers would be half-round. But whether they were, or rectangular, rails would must likely be spiked directly to them, without soleplates even.

Mr. Grandson is three, and since he was not far beyond two, knows the difference between a dart, an ICR and a 29. Being of this family, his indoctrination must naturally proceed with diligence…….! I am unsure if Tony Hunter, trading as the “Weee Duck” (yes, three “eee”s), is on IRM, but a shout-out to his superb efforts here. “The Weee Duck” is Tony’s own business which makes Lego kits of all sorts of Northern Ireland specific vehicles - plus these shown. I believe he’s working on an NIR CAF. He does northern fire and ambulance vehicles, and armoured RUC vehicles. Great fun overall; check out weeeduck.co.uk for more. Making up an ICR and a Dart took me most of this evening; I’ll be pleased to see what a (hopefully) fledgling three-year-old railway enthusiast will make of it. It'll distract him, possibly, from wanting to fiddle with delicate stuff at Dugort Harbour, up in the attic!

You'd think we could grow our own wood chip!!

So, bottom line, still nothing concrete!

Indeed. There is much photographic evidence of older vans, still with timber framing, having some sort of sheet metal panels applied over the original planking.

I should mention, having been prompted by a learned colleague, that the title of this post initially referred to the Irish Railway News, which ran from 1955 onwards. The last lengthy post I put up a few days ago contains information taken from old IRRS Journals plus some other material of my own; the Journals precede the IRN by some years, going back to 1947. For those who are not members, the Jiurnal was, and remains, an invaluable source of information in relation to the day-to-day developments on Irish railways going back now for almost eighty years. But the journals, published several times a year, also contain many articles of huge historical interest, and often these were written by some of our earlier expert enthusiasts who saw this stuff day to day - people like Harold Fayle and Bob Clements who witnessed and recorded in detail things that were going on almost from the start of the 20th century. Think of this - if the IRRS had a meeting in, say, 1948, and had a talk from a 70-year-old member, that man will have been born in 1878 and will have vivid memories of the railway from late teens / early twenties - from maybe 1895 on. His recollections and personal experiences will be reflected in his talk. Some of us older members on here will be aware of things in, say, the 1960s, that would seem inconceivable to many modern enthusiasts, but we saw and experienced them. It is absolutely VITAL that all this is accurately recorded. So, JOIN the IRRS; and no, I'm not on commission! The Society needs more and more new members, especially volunteers in the Dublin area, as the running and administration of the library and archive is increasingly falling on the shoulders of an ever-dwindling group of very much older volunteers. Just to help you: https://docs.google.com/forms/d/e/1FAIpQLSeaL4TagsmFalRJsel-JtQONLWp-tqAz4fW-dMTGSzvE7sXhg/viewform?pli=1

Interested to see the "RA" suffix on Macroom stock. "R" was the standard GSR suffix for ex-Macroom stock, like "M" for ex-MGWR, or "D" for ex-DSER etc etc etc. "A" was used for departmental stock. But these things were traffic vehicles, not departmental, and were not renumbered in the "A" series anyway. The "RA" seems to be applied to ex-Macroom stock only. Ex GSWR stock retains its ordinary number, and ex-MGWR vehicles have "M". So what was this "RA" all about? Apart from that, it's the only example I am familiar with of GSR / CIE using a suffix of more than one letter. As a separate issue, for information, the GSR and CIE used these suffixes: A Departmental stock - and in a new series of numbers, not original ones with suffix, as all the following. B Cork, Bandon & South Coast Rly C West Clare Rly D Dublin & South Eastern Rly J Timoleague & Courtmacsherry Rly L Cavan & Leitrim Rly M Midland Great Western Rly N Great Northern Rly (AEC / BUT Railcars only had a "C" in front as well; thus a GNR railcar that was, say, 607, became C607N) P Cork, Blackrock & Passage Rly R Cork & Macroom Direct Rly S Schull & Skibbereen Rly T Tralee & Dingle Rly W Waterford & Tramore Rly Quiz question: what or when was the last vehicle in traffic bearing a suffix of this sort, apart from the "A" series? I saw a bogie wagon with "M" in the North Wall Yard about 1980. Dunno of anything since. There were also still a few GNR cement vans about at that time, though out of use, with "N" after the number. Anyone?

MOST interesting! Seems it was substantially rebuilt, too - wonder when it was scrapped, or where it was used in Britain?

I am unaware of any evidence of a green TPO, likewise. I would never rule it out,unless concrete evidence appeared to confirm that literally none were, but I've never seen any evidence of it. Straight from silver-dirt to black'n'tan seemed to be the norm for such things - plus, of course, some laminates and vans.

It was the paint. It didn’t stick properly to aluminium and faded badly. I remember seeing it often.

Banned from double track lines.

You’re inspiring me to get to work on more scenery…..!

You mean the older “heritage” stock? Hypothetically, it’s possible to run them on main lines but it absolutely won’t happen for a number of reasons. They are VERY long out of use. Very major and eye-watering expensive upgrades and modifications would be necessary first. Second, with double-blocking and single line only working, they’d be banned from some routes, and on others modern levels of services (even on Sundays) would make timetabling paths impossible. The only way to travel in Ireland on heritage mainline stock is, and will remain, Downpatrick. We are extremely lucky to have this line, especially after the negative attentions of Mother Nature, who diverted Noah’s flood there, and the local brain-dead vandals on several occasions.

Just occurred to me, re-reading this, amongst Cyril Fry’s colour photos there’s a shot taken at Inchicore of an AEC power car in newly-applied black’n’tan, possibly taken IN the paint shop. Cant recall the exact date (in 1962) but it struck me that this was absolutely at the start of that livery. With many main line services in the hands of these - they were the ICRs of their day - it’s quite likely they wanted as many of these, as soon as possible, in the new livery. Every day’s a school day; I was completely unaware of this - never heard of it. Interesting!

Far far simpler in the past when it was just national postal carriers, before such things were privatised. Way cheaper too.

Quite a few "tin vans" went through a green phase (you'd be surprised!) but obviously only in the later, lighter green (anyomne ordering a green one from Silverfox, take note - their green is wrong!). Many "tin vans" of all styles, though, went straight from a supposed "silver" livery (in reality, and overall patina of brake dust and coal dust!) to orange, black & white (how most of us remember them!)

Only seeing this now! If you mean the open-topped cattle wagons, these were built in huge numbers within the period of around 1880-1900. Regulations introduced which required cattle wagons to have roofs resulted in them being (mostly!) converted as such in the early years of the 20th century. Most survived into the 1950s, gradually being replaced by standard CIE types, as per Provincial Wagons' excellent cattle wagon kit. If you mean the "soft-tops" (officially "convertible goods vans") the origin of these is in the 1870s, with few constructed probably much after 1880-5-ish. Some of these were later converted to fully roofed vans for goods only, but while "convertible" were used for dry goods with the tarpaulin on, and cattle with it off. They were still to be seen - just about - into the 1950s. When CIE's standard goods and (separately) cattle vans started being built in large numbers, "soft-tops" were the first to go. Who made them - in most cases the railway companies themselves. In some cases, especially with smaller companies, british export companies like Pickerings or the Birmingham Railway Carriage & Wagon Company, thought the output of these latter was more to be found on narrow gauge lines.

Well spotted, Mol, that number IS incorrect. It should be unlined eau-de-nil. The "p+t" lettering is not right either, and the lettering on the actual letter-box should be pale green.

I said I would post information relating to the railway system from 1947 onwards. I will put up the occasional post – this won’t all happen at once, as there’s a huge amount to go through. 1946 / 1947 In March 1946 CIE approved the building of five diesel shunting locos (eventually the “D” class) plus two main line ones (eventually the B113 class). After four conversions of steam locos of different types to oil-firing, the scheme was deemed to be sufficiently successful to warrant conversion of more, including several “Woolwiches”, No. 500, and two of the 400 class. Loco livery was mentioned, with the green livery for selected locos to be introduced from 1946. No. 500 was to have been the first, but shortages of paint led to postponement; but CIE had started removing locomotive numberplates and substituting these with pale yellow painted numbers, and the addition of “flying snails” in pale green, edged gold, on tenders. This latter was si8mply the addition of transfers the same as on coaches and buses. Otherwise, all locomotives remained dark grey. A large-scale repaint of as many coaches as possible, of all types, had severely reduced the number still in GSR maroon. Two of the Pullman cars were reported as having been painted in the new green livery. We are familiar here with the turf wagons, converted in the 1940s from old carriages. During 1947, many of these were actually rebuilt more like wagons, with two dou8ble doors on each side. Photos of these are rare, but would make an interesting addition to an early CIE layout. It must be assumed that rebuilds would have been in standard wagon grey. At this time, Inchicore was working flat out to replace older wagons. The condition of many older goods wagons was very poor, and Senior recalled seeing large numbers laid up in Cork, Limerick and Inchicore pending all sorts of repairs. Some were absolute antiques even then, with vehicles over sixty or even seventy years old being commonplace. Thus, we read in 1947 of a series of “new aluminium-sided box wagons” being built too. Note to MolPB! Much column space was given to the attempts to restore pre-1939 levels of speed and service following the “Emergency” years and fuel shortages – but in 1947 the fuel shortages hit again, pretty drastically. I won’t go into this in detail here, as it’s for elsewhere, but cross-Irish Sea ferries were curtailed as well as the railways. Interesting to note that most main lines had two trains a day each way, but three to Cork! A bit like the Nenagh branch today, or Limerick Junction – Waterford. As our old schoolteachers used to say, “More effort needed!!!!” CIE had introduced new upholstery for carriages – a reddish colour for first class and an orange-based upholstery in second. Many thirds still would have had bare wooden seats at that time. Meanwhile, further north, Dundalk had ordered ten new steam locomotives. Five were to be U class, and five UG; it is interesting to note that all ten were to be given names and painted blue. Had this happened the five UGs would have been the only blue GNR goods engines. As it was, at least one entered service in black, but with full crest and “G N” markings on the tender, as it would have had in blue. “S” class “Slieve Donard” (No. 172) had been converted to oil burning, but the jury was out on whether this was successful or not. However, after a time, the apparatus was removed and two suburban tank engines in Dublin, and another two in Belfast, had oil-firing conversions done. It is interesting to note that since the BCDR (and the DNGR) were being run by the GNR by this stage, a GNR railcar was being used on the Bangor line. I do not know how long this had been happening, nor which diesel railcar it was, but operational needs in 1947 saw this unit going back to Dublin for use on local services there. As an aside to this, I am aware that between the wars, at least six (and maybe more) MGWR six-wheelers had been borrowed by the BCDR, along with quite a few old GNR six-wheelers. It is likely that some of the latter saw out their days on the BCDR, as while the BCDR had a fleet almost entirely of non-corridor six-wheelers right to the end in 1950, the GNR has replaced them by bogies at a much earlier stage than other lines in Ireland. I believe that most of the borrowed six-wheelers (MGWR/GSR and GNR alike) were mostly used on the Bangor line; Newcastle excursions couldn’t be ruled out either. The ex-MGWR six wheelers and the GNR vehicle now at Downpatrick are therefore very much at home. Back to 1947; On the NCC, “WT” class newcomers Nos. 5-8 had entered traffic. No. 1 had entered traffic in April 1947, and 2, 3, (preserved) 4, 9 & 10 were in the course of delivery. Modellers often ask whether these were stanier, Ivatt or what in origin; from the horse’s mouth “….modified version of the standard LMS Class 4P (parallel boiler) tank engines, and were built in Derby to the designs of Mr. H G Ivatt, CME”. Just as CIE had experienced fuel difficulties and slowed or cancelled services, so had the NCC. It is often assumed that the North escaped scot-free from all of this as it was within the war area, and thus serviced by British emergency supplies, However, wars never do much good to anyone’s economy, and since the north was technically at war, all sorts of restrictions on personal movement were in place. Therefore, while for different reasons, the railway companies there had their own demons to contend with towards the end of the late 1940s. And this was BEFORE the UTA was formed! Up in Donegal-hi, the two systems there were of course out on a physical and financial limb too. Burtonport saw its last train in 1945, despite its last years having witnessed huge turf traffic from up there into Derry. The CDR also announced closure of the Glenties line; this writer must confess that this was largely due to an absolutely, and uncharacteristically damning report on its track by jhbSenior! He basically told them that if they wanted to run trains on it, no repairs were to be done. Instead, the entire line was to be lifted and replaced lock, stock and barrel; not a yard of it was even fit for sidings. Scrap the lot. Scrap all the sleepers. Dig out all the ballast and start anew; even the drains along the sides were to be re-dug! Not one atom of that line was apparently fit for recycling….. However, the Lough Swilly actually paid a nice divided that year! This was due to road services and especially its Rathmullan ferries! These were subsidising the railway. 1947-1948 December ’47 saw the first of the “D” class (then called the “1000 class”) entering traffic. It was painted in the full lined dark green livery. The others, plus the two 1100 class (B113 class) would enter traffic the same way. Many suspended services following the fuel crisis were gradually being restored, including on two branch lines (Birr and Loughrea). Dundalk continued to modernise; the ten new steam locos were in traffic, and Dundalk built two brand new full first class coaches at Dundalk. One each would have been based in Great Victoria St and Amiens St for the “Enterprise”. Meanwhile, LQG class 0.6.0 No. 159 was converted to oil firing. Over 40,000 passengers had availed of the new Enterprise services since the new Vs class 4.4.0s had entered traffic. Intersting to note that despite near-constant criticism in recent years in RPSI use, the earlier “V” class had always acquitted themselves well and been seen as very good engines by professional GNR crews; equally, in early RPSI use, crews seemed to have little issues with 85; but that’s for another day! The GNR had provided extra services calling at Skerries, due to a new holiday camp there. This had generated considerable traffic. And up in the GNR’s north-west epicentre, Enniskillen, a new vehicle was to be seen in the form of the neighbouring SLNCR’s Railcar “B”. This vehicle was reported to be extremely comfortable to travel in, with little noise too – all the more remarkable given the awful state of the SLNCR’s track! The NCC had received seven old scrapper coaches from the LMS to refurbish to replace war-damaged stock blown to splinters when Adolf decided to drop bombs on York Road carriage sidings. The opening of Courtaulds factory on Carrickfergus led to a new halt there, called “Mount”, to be opened. It was interesting to note that when CIE decided in the summer of 1948 that they didn’t want to retain 2.2.2 No. 36, now on display in Cork, plus the two old D & K carriages, that in a display so very typical of officialdom in Ireland then and since, while many platitudes and hand-wringing was evident, nobody was prepared to do a thing about it. To this day, there are those who whinge about 800 being in Belfast instead of maybe Dublin, but that’s why. Nobody in any positions of authority whose stroke of a pen could have created a national state transport museum were prepared to do anything about it, and still aren’t. It’s just as well the UFTM came into being, otherwise 36, 800, and most other stuff that is preserved would be long gone. The national Museum were keen to see 36 preserved but regretted having no room. As it was, one of the coaches, having survived so long, DID end up being scrapped, but thankfully the other is in Cultra. By the start of 1948, two of the five diesel shunters were gainfully employed in traffic. The “Silver Princess” experimental coach had come to Ireland and was being used on the 18:30 down to Cork and 08:00 up; recent talk of what to run with an IRM “800” class might include this exceptionally camera-shy yoke! It had previously been tried in England and would eventually go back there – as far as I’m aware, still camera-shy! At this stage, the only locos scheduled for painting green were the 400, 500 & 800 classes, plus the “Woolwiches” of varying iterations. Dublin suburban tank locos would follow. The NCC section had two “W” class 2.6.0s converted to oil firing in 1946; these were now converted back to coal. The clouds were gathering in relation to the future of the NCC, which British Railways had indirectly inherited due to nationalisation of railways in Brexitland in 1948; but BR did not want it, and offloaded it to the Northern Ireland Government, who also found themselves the reluctant bidders for a bankrupt BCDR. Talk about going into the Lion’s den….. meanwhile, brand-new “Jeep” No. 10 was put to work on the BCDR’s Bangor line, just to see what the craic was as such. It was given a load of eight bogie coaches (7 NCC & 1 GNR, probably Saloon No. 50), and compared favourably in traffic tests with BCDR 4.4.2T No. 9. The CDR withdrew their last two small petrol railcars, so all was now diesel; and what would become railcars Nos. 19 & 20 were ordered – “of very modern design”. But the Bessbrook tram was the opposite – an antique anachronism; it closed on 10.1.1948. No inclusion for this in the shortly-to-be UTA, nor the Causeway tram either. The IRRS had gone full-charm-offensive in inviting senior staff and management of railway companies across Ireland and Britain to be members. I note that amongst those invited to join in 1948, and taking the offer up, were G B Howden, General Manager of the GNR; J W Hutton, Manager, NCC; F Lemass, General Manager CIE; F A Pope, Chairman NIRTB; and a certain H C A Beaumont, then seconded as District Engineer, LMS, Blackburn….. actually, amongst the list the same time were several old friends, now gone to well-deserved rest; the late Sam Carse, Johnny O’Meara, Geoffrey Wigham, William Robb, Brian Smith, H A Frazer…. May they rest in peace! 1949 Two more of the new diesel shunters were now in traffic on CIE. This completed the five. The “Silver Princess”, having finished its trials, had been sent back to England. I wonder what happened to it subsequently? Anyone know? CIE ended trams on the Terenure and Dartry (14 & 15) routes. This now left only Dalkey as Dublin’s last tram route. It wouldn’t be for much longer. Two old GSWR bogies were rebuilt as firsts for the DSER section. Our most scenic railway line now hasn’t had first class services for some sixty years! Every time I’m in a 29 class down there….don’t start me. Ahem; back to the point…. A new locomotive running shed was being planned for north Wall to replace Broadstone. Now, that’s an interesting thing I wasn’t aware of – anyone else? Presumably it was aborted – steam was still at Broadstone in the early 1960s. I know – I saw the very tail end of it. The last two Sentinel vertical-boiler locos had been withdrawn. It doesn’t say from where, but I believe it was Limerick, where they shunted the Carey’s Road yard and did nothing else. For modellers, these things would have been in the dark loco grey. All five new “Vs” class locos were in traffic with the GNR, and acquitting themselves well; another smite in the eye for those who think that Dundalk couldn’t get anything right! The opposite was frequently the case… but the biggest clouds yet were gathering for steam operations. As the 1940s wound down, and the bright new 1950 and a new decade approached, both CIE and the GNR were already planning mass dieselisation, coming initially in the form of mass replacement of steam hauled main line passenger trains on many routes with diesel railcars. The GNR had placed an order with AEC for 20 railcars; obviously, many many more would soon follow. It is interesting to look at development of the railways in the seven and a half decades since. Initially, we went full-railcar. In the 1970s, we reverted to full-locomotive (albeit diesel) in the south, before eventually going back to (almost) full-railcar in the early 2000s. meanwhile, the north did the exact same thing in the 1950s, but remained an (almost) full-railcar system to this day. Eventual withdrawal of the wooden-seated Mk 4s on the Cork line, and the DDs, will see a 100% railcar railway across this island. Will there be any locomotives left? Goods trains – what will go to Foynes? How many enquiries, planning permissions and consultants will have to be dragged up before a single pocket wagon goes there? Bar Ballina and Waterford, virtually everywhere that COULD host a goods train of any sort has now had the land available and sidings ripped up and built over. So – talk is of replacing the 071 & 201 fleet – but why? I digress. We’re in 1949, not 2025. Putin isn’t born, and trump is being potty trained. (Maybe he still is). It bis interesting to note that in 1949 there were customs formalities at the border. Northern officials got onto trains at Goraghwood and travelled to Dundalk, before getting the next train back. But this raises a question; these people had no authority south of the border, so did they only do checks while they reckoned they were actually north of the border? An interesting one for students of history and politics. The Dundalk stop to pick these officers up was not an advertised stop for the public. The UTA had now been formed, initially by the taking over of the NIRTB (N I Road Transport Board). Readers beyond the six londoncounties might not be aware that the northern government had actually nationalised ROAD transport in 1935; the new Ulster Transport Authority would start with NIRTB under its belt, then add the BCDR (1.10.1948) and NCC. (It would only be in October 1958 that it would reluctantly take on what was left of the GNR in the north). So, in taking in the NCC, they now looked for a new livery! Two carriages were repainted in experimental liveries. One was plain “mid-green” and the other was the same colour on lower panels and the upper panels in a greenish shade of off-white. It probably looked quite similar to the SLNCR’s Railcar B. Meanwhile, four steam locos had a short-lived experimental livery. WT class no. 5: mid-green, probably similar to LNER green in Britain – and possibly the same colour as on the carriages. Black and white lining. I think, but am not sure, it had “U T” on the tank sides; at least one of the tender engines below had. WT class no. 7: overall unlined plain black. W class no. 90: Same green with red and white lining. 4.4.0 No. 80: Brunswick green (similar to BR, possibly?) with red and yellow lining. All had black wheels except No. 5, which had green wheels. Nice one for an IRM “Jeep”, if such ever appears! From 4th October, the new UTA issued a timetable covering all its rail services plus buses, thus combining the services of the NCC, BCDR & NIRTB in a single volume. A further reduction on LLSR services saw the regular passenger trains on the Buncrana line withdrawn, with now only a daily goods and summer excursion traffic using the line. It would struggle on in this fashion until closure in 1953 – the last stretch of operating railway on this venerable system. But to the south, the CDR took delivery of ultra-modern railcar 19! It is interesting to speculate how Walker railcars of this type would have fared on the LLSR’s Pennyburn to Letterkenny, and Buncrana lines. Indeed, could they have operated a good suburban service on the Derry-Strabane section of the CDR / NCC? Had the whole Donegal system become one, we might have known the answer, especially if no border had cut each system into two parts. As 1949 closed, the results of the long-awaited Milne enquiry were beginning to land on desks. To go through this here would result in half the readership dying of comatose exhaustion and the Screaming Fits, so I will refrain; the details are to hand in many a historical railway book. By 1950, one by-product of it all, of course, would be the nationalisation of CIE, hitherto still a private company. Many assume CIE was a nationalised body from inception – this is not the case. It had a board of directors to answer to. Oliver Bullied had now joined the staff. Again, his exploits are better covered elsewhere. Meanwhile, down in the works, diesels were making inroads but steam still was paramount – for the time being. 4.6.0 No. 407 was being re-boilered and sister No. 401 had just entered traffic after a complete rebuild. The Drumm battery trains were being converted to passenger coaches due to the batteries being worn out and deemed uneconomic to replace. A pity one of these interesting vehicles didn’t survive, but as I mentioned earlier there was absolutely zero interest in official circles in transport heritage. Services continued to be improved on most lines after the 1940s austerity and fuel problems. (Maybe this news will soon filter through to the Waterford - Limerick Junction service!). Even the West Clare though not yet dieselised, had significant improvements made to timings! A combination of a Pioneer’s religious event and GAA specials brought huge traffic to the railway on 26th June. 17 special trains to Kingsbridge from, and I quote: Clare (doesn’t say where – Ennis?), Nenagh, Maryborough, Tullow, Clonmel via Thurles, Killarney, 2 x Cork (with Youghal and Bantry contingents), Tralee, Ardfert via Limerick, Foynes, another Cork with Lismore contingent, Waterford (with Cappoquin, Rosslare and Tramore contingents), Kilkenny via Carlow with Castlecomer & Ballywilliam groups, Limerick, Waterford, Grange via Limerick Jct with Cashel connection, and Killonan + Birr. We’re not done. To Westland Row, 11 trains (some combined) from: Killeshandra, Edenderry, Banagher, Dromod (& Ballinamore connection via C & L), Claremorris, Sixmilebridge with West Clare connections from Kilrush and Kilkee, Westport & Ballina, Ballinrobe, Leyney, Sligo (including Ballaghaderreen), Kingscourt & Athboy, another Sligo, Tuam, Galway, Loughrea and two from Bray! Three more trains came into Harcourt St from Wexford (2) with Glenmore and Rosslare connections) and Arklow. Three trains went to Kilkenny, from Dublin, Ballybrophy and Port Laoise. And finally, another large influx of trains came into Limerick, from: Cork via Croom, Cork via Limerick Jct, Horse & Jockey via Clonmel, Youghal, Roscrea, Cashel, Mallow via Croom, Thurles, Kingsbridge and Newcastle West. That’s 45 special trains, many with several connections, some of these being specials too. Just WHERE did they get the locos, the stock, and the CREWS!!! Some 35,000 people travelled on all of them. AND got home. At the risk of sounding like an ageing crashing bore, I ask our younger readers, do you see why us oul wans wax lyrical about the old days, and show less interest in yellow machines and 29 class railcars? To end this account for now, let’s look at what was happening further north at the same time. The GNR was putting smoke deflectors – never a common thing in Ireland – on the Vs class. New carriages were being built in Dundalk for main line services – presumably mostly the Dublin-Belfast and “Derry Road” services. Many of these would end up as railcar intermediates some years later. I remember them on Belfast (G V St) – Lisburn locals. Escaping – for now – the deprivations of the rabidly anti-rail UTA, things began to look up on the GNR – it would be its Indian summer. New coaches, new steam engines, new AEC railcars and increasing passenger loadings. On the date mentioned above, the GNR sent a further 20 specials to Dublin too! These ran from Moira, Pomeroy, Cavan. Monaghan, Cootehill, two from Armagh, Castleblayney, two from Belfast, Cookstown, Bundoran, Derry, Banbridge, Warrenpoint, Oldcastle, Dungannon, Dundalk, Ardee, Drogheda and Balbriggan. The GNR also operated a special from Omeath on the DNGR, and another originated at Magherafelt, on the UTA (NCC) and came to Dublin via the GNR Antrim – Lisburn branch. With room in Amiens St at a premium, most of these unloaded in Sherriff St Goods Yard! ALL regular Dublin suburban trains ran as well! The UTA was now in existence, but all the “WT” class tank engines (incorrectly described by the IRRS Journal as “E” class) were not yet delivered. Nos. 50-53 therefore entered traffic under UTA, not NCC auspices, though they actually arrived in NCC livery markings. But heavy overhauls were not necessarily to be done in York Road; four “W” class 2.6.0s were sent to Harland & Wolff’s shipyard for attention. A new all-green carriage livery was decided upon, so the traditional maroon of both the BCDR and the NCC began to disappear. BCDR 4.4.2T No. 12 had been transferred to the Larne line and was being used on locals, and the UTA’s engineer was about to pass the “WT” class 2.6.4s fully for all traffic on the Bangor line. The main BCDR routes were still open at this stage, but no mention was made of sending any of these new locos down that way! And finally, as the new decade dawned, the SLNCR finally got its two new engines – Loughs Erne & Melvin, the last new steam locomotives ever to be delivered to any Irish railway. An appropriate place, perhaps, for me to stop!