jhb171achill

I’ll take the beer any day, Wayside....!

I think the above quote wasn't mine.....! I am known here for posting photos upside down and sideways. My interests in tech skills in reformatting things etc etc etc etc etc are nil.....and will probably remain that way!

I like the finish on that old bricked-up goods shed. What's the finish made of? Is it, and the red brick station building, based in Kingscoùrt, by any chance?

This layout continues to fascinate - all too often scenery is incidental to a baseboard crammed with more tracks than Victoria station, which is art-form to operate but not necessarily to look at. I knew Barrow St & surrounding area well as a child, and this captures it perfectly.

Yes, the cattle wagons were the standard CIE design. After the GNR lines in the west were closed, The was a massive drop in cattle traffic everywhere. It almost vanished in the north overnight. In the south, CIE inherited many ex-GN cattle trucks but few were ever used (and do the modeller, I believe that none were ever re-liveried as CIE. Add to that a lot of GSWR and MGWR types that were worn out. CIE was embarking on a huge wagon building programme anyway, so CIE standard types took over quickly and completely. And this is what's needed for the RDS if depicted in a layout. Most horse boxes remaining were standard GSR designs, with origins in GSWR design. I'm unaware of CIE ever designing any. There's a kit of a GSR horse box, but a CIE cattle wagon is an absolutely essential part of 1955-75 CIE-based layouts. Maybe one of our excellent manufacturers will produce one?

I'll be out in daylight tomorrow..... got it all outta me system.....!

I had a trawl tonight in the Catacombs and far from finding anything, it occurs to me that I've never seen any such thing anywhere! I suspect that the IRRS is the best option. For some reason CIE seemed to want to dispose of DSER stock with indecent haste, as few locos or coaches were still extant within the 1950s. This won't help the research, as vans from other companies, locos from as far away as the Bandon, and GSWR and MGWR coaches were commonplace even on the Harcourt Street line by the mid 1950s. I have eyewitness accounts of MGWR six-wheelers appearing on that line as early as about 1928. Presumably you've seen the various types of GSWR ones, several of which survived in traffic into the early 1960s. In Ernie Shepherd's book, he mentions only about 10 goods brakes, all apparently gone by the 1950s. We may assume only GSR and possibly GSWR vans had been used on the DSE section for years...!

Type Introduced Last operated (as opposed to official withdrawal date, which could be months or years later) Usual* location & use after 1968 (* In most cases this is absolute, e.g. IE’s 201 class never worked to Larne, nor Tara wagons to Loughrea. In a few examples, a one-off or trial run might have worked outside the area described) Notes NIR – GNR origin AEC / BUT Railcars 1950-9 1974 G V St. – Portadown (– Dundalk) Never used on NCC section. (Prior to 1965, used on “Derry Road”, and AEC cars got as far as Newcastle (Co. Down), Clones, Enniskillen & Bundoran). Withdrawn when 80 class stock arrived. Very comfortable, if noisy. GNR-built loco-hauled wooden-framed coaching stock 1930s-40s 1974 Within period 1969 onwards, only excursions and very occasional extra summer services. Withdrawn when 80 class stock arrived. Stock in use in this period dated mostly from late 1930s – 1949. Common fleet with ex-NCC stock. NIR – NCC / UTA origin “WT” Class 2.6.4T “Jeep” 1947-50 Last examples 1970 Within post-1969 period, spoil trains on Larne line, plus ballast duties only. Very occasional passenger excursion in summer on NCC section. In ballast use, GN section also. Built 1947-50, thus earlier ones originally carried NCC markings, later UTA only. On spoil trains, a loco each end. BCDR Diesel No. 28 1935 1972 Shunted Grosvenor Road goods yard only post-’69. Elusive, as it was never seen elsewhere, thus rarely photographed. MED Railcars 1951 c.1982 Built for the Bangor line. Confined to there until Central line reopened 1976, then to be seen on GN section and occasionally Larne line. Not to Portrush or Derry. One set with cars 6 & 7 was on the GN and NCC sections, either as a 2-car or with a centre car. VERY uncomfortable and stuffy to travel in, on cramped bus seats. Ghastly inventions, rivalled only by the dreadful “Castle Class”! One set had a beautiful old NCC 3rd class coach (526) as a centre car until about 1981. MPD Railcars (several designs, corridor and non-corridor; latter usually Larne line) Various 1950s – early 60s Last c.1980 Ex-NCC lines, also briefly on the Lisburn-Antrim line when reopened in 1976. Occasionally ran as single car units on locals on NCC. Used in multiples to haul CIE goods trains from Lisburn to Derry until mid 70s. A mix of new builds and conversions from corridor and non-corridor NCC coaches, some as old as early 1920s. A single car often used to shunt York Road or Derry Loco-hauled wooden-framed coaching stock 1920s-1951 1974 Within period 1969 onwards, only excursions and very occasional extra summer services. Withdrawn when 80 class stock arrived. Stock in use in this period dated mostly from early 1920s – 1951. Included three of the five North Atlantic Express carriages, one now preserved at Whitehead (No. 91), and a couple of UTA “Festival” stock from 1951. Common fleet with ex-GNR stock in UTA / NIR days. 70 Class railcars 1966 1986 Initially, NCC main line, then “Enterprise” late ‘60s until Hunslets arrived. Then back to NCC. From 1976, in use on locals Bangor – Portadown also. Centre cars were a mix of new-builds delivered with them, and several converted ex-GNR and NCC stock (K15 727 was the last GN coach in use until about 1981) “DH” class 0.6.0 Diesel shunter 1969 Mid 1980s Ballast & shunting only. One was allocated to York Road with another there spare, the third to G V St. Underpowered and max speed 25mph. Rarely used after c.1978. Rarely seen north of Ballymena (if ever?). Initial idea to use on locals to C’fergus too, but a trial run was unsuccessful. NCC & UTA built loco-hauled wooden-framed coaching stock Various 1920-51 1974 NIR inherited a stock of old “steam” coaches. Post-1969, these were used for very occasional summer excursions on the NCC section. Perhaps no more than 2 or 3 outings per year as such. Joined about 1971/2 by several old AEC railcars, with engines removed as secondary coaches. IN last few years, some repainted all maroon, rest remained UTA green. UTA Cravens Spoil Wagons 1967 1970 / 1980s Magheramorne – Belfast Shore Road until spoil contract finished, then most scrapped. A few retained as ballast wagons until 1980s. Side tipping, high centre of gravity, thus unstable when loaded, on poor track, or at speed! NCC / UTA “Brown Vans” Mid 1930s – Early 1950s 1980s Fitted vans with almost main line side profiling, used initially on NCC main line and Larne line for parcels and mail. Slightly longer wheelbase than normal. Examples preserved at Whitehead and Downpatrick. Not seen in normal goods trains too often. Ran behind steam originally, latterly railcars, mostly MPD type. Rarely seen on GN section, not ever used on Bangor line at all as far as I know. NIR – Ordered new 101 Class “Hunslet” locomotives 1970 Various* The trio built new for the “Enterprise”. A poor and underpowered design, they were plagued with unreliability, especially 103. When the 111 “GM” class arrived in 1977 *withdrawal varied. 103 stopped in1980s. 101 last ran about 1994. 102 shunted Adelaide (only!) from then until about 2002 111 Class “GM” locomotives 111 & 112 – 1977 113 - 1981 In use Enterprise duties from new. In 1980s 113 was rarely in traffic. Used on ballast all over NIR since 1990s. Since De Dietrichs arrived, little used – ballast only. 112 was lent to IE for several years, though, in early 2000s and was used on Ballina passenger and beet trains among others. Last passenger use was the early Newry – Central commuter service with “Gatwick” coaches, until c.2000(?) NIR Mk 2 passenger stock 1970 on Early 2000s Original set for Enterprise, later acquisitions. Used on Enterprise mostly, but very briefly a push-pull set on the Derry line late 1980s. Latterly early commuter services Newry – Central. Joined by Gatwick stock, which was the last of this type of stock in use until, the early 2000s, when its solitary use was Dublin rugby specials and the 0700 Newry – Central. I think this ended about 2009? 80 Class Railcars 1974 & 1978 (2 batches) Early 2000s Entire NIR network, with occasional forays to Dublin and beyond. Three sets lent to IE in early 1990s for Greystones shuttle, one working for a short time on the Cork-Cobh suburban line A few held onto until 2017 as the Sandite train; several preserved at DCDR. Absolute mainstay of NIR services for almost 40 years. “Castle” (or 450) Class Railcars 1986 Early 2000s Entire NIR network, with occasional forays as far as Dundalk. I’m unaware of any in Dublin but it’s possible. Latterly didn’t go often to Derry, as this would have left NIR open to claims for torturing passengers… a run in one of these things from Lambeg to Hilden was bad enough. NB: These were never known as “thumpers” by NIR, and only referred to as “450” towards the end of their life: staff and enthusiasts alike called them “Castle Class”…. In this writer’s opinion, by far the most uncomfortable passenger vehicle ever to run on this island – a title shared with MED sets. CAF 3000 & 4000 Class Railcars 200? In use All NIR network plus Dublin Open wagons & Guard’s vans c.1915 1940s About 2 ex-NCC and 2 ex-GN guard’s vans plus a motley collection of dilapidated open wagons used only for ballast trains. Most of the open wagons were ex-NCC stock latterly used for coal traffic to Courtaulds in Carrickfergus. CIE / IE A Class 1955 1996 All duties as new. Unreliable until re-engined 1968-72; so mostly goods in 1960s. Back to main line duties 1972-76, when gradually displaced by 071s back onto secondary passenger and goods. Last six retained on Tara Mines until 1996. One made it to Monaghan. Other locations visited were Harcourt Street, Mallow-Waterford, Tralee – Limerick – Sligo, Ardee, etc. Several preserved (A3, A15, A39, A55). B101 Class 1956 1976 Mostly Cork – Waterford and North Kerry; seen as “southern engines”. To be seen on the Limerick-Sligo line very occasionally on the goods, and the main line Dublin – Cork. After 1976, little used except occasional ballast trains, yet many were repainted in “Supertrain” passenger livery. Unknown on GN section or DSER. However, the last in use (106) did an IRRS special to Bray in 1976 – the last run of one. (My one and only cab ride in one!). B121 Class 1961 Early 2000s These, the 141s and 181s operated as a common fleet, all fitted to run in multiple with each other. All over system, all duties. The 121 class rarely ran “nose-first”, though in later days occasionally did so if on the Belfast goods, when it shunted Barrack Street Yard. B141 Class 1962/3 Early 2000s All CIE system, all duties Several 141s reached Omagh on several occasions in 1963. Other locations included Foynes, Ardee, Loughrea, New Ross, Castleisland, Kingscourt…you get the idea. B181 Class 1967 Early 2000s All CIE system, all duties Last in use - 187 as Connolly Pilot C Class 1956-8 1986 Built for branch lines – which then closed! Used on the West Cork system when new, also places like Birr where there could be heavy cattle and goods traffic. Unreliable until re-engined in late 1960s. Spent 1960s on light goods and shunting, only passenger when absolutely necessary, and on Dublin suburban. From early 1970s until withdrawal increasingly Dublin suburban, push / pulling old AEC railcars and clapped out old Park Royals and laminates until DARTs came along. Six sold to NIR 1986, for ballast and shunting. One never ran with NIR. Others withdrawn (some seeing almost no action) by mid 1990s. Two preserved. D Class 1947 Early 1970s Shunting Dublin area only First Irish built diesels. After 1968/9, only one operational, but did little work beyond an occasional shunt in Inchicore. E401 Class 1956? By 1985 Shunting Dublin area, North Wall, Cork & Limerick – Dublin only within post-1969 period Post 1969, Heuston Yard was the usual haunt. E421 Class 1961/2 c.1986 Shunting Dublin area, North Wall, Cork, Galway & Limerick – Dublin only after late 1970s. Occasional visits elsewhere. G601 Class 1955 c.1962 Three built. Initially allocated to Newmarket, Banagher and Mitchelstown branches, which would then close, leaving them no work, as no vac brakes. Thus couldn’t be used on Loughrea passenger trains. Hung around Inchicore until G602/3 scrapped in 1970s, not used. G601 had fallen into a pit where it remained until the ITG rescued it. Saw occasional shunting service about Cork, Tralee areas, I think. The ONLY revenue was 4-6 wagon trains on goods only branches for a very short few years. I include these (the ones with 3 square windows on the cab) just to illustrate the apparent confusion between them and the later seven G611s. This initial trio are only appropriate for a layout in the 1955-62 period, as they did virtually nothing after that, bar a little bit of shunting within Inchicore. Basically useless purchases. G611 Class 1961 1975* Seven built, this time WITH vac brakes. Used at various times to shunt and Dundalk, Ballina, Tralee, Fenit, Castleisland, Tuam Beet Factory, Cork (Coaching), Galway, Limerick. For three months in 1963 G613 worked the one-sixwheeler Foynes passenger / mixed train, and from 1963 to closure in 1975 they monopolised the Loughrea branch – passenger, goods and mixed. The Loughrea branch closed in November ’75 – last place in Ireland with mixed trains, cattle traffic, traditional branch services and atmosphere, and the only place the G class were ever the “main” traction. And the day I travelled, G613 was away shunting Tuam; I was furious at the sight of a C instead on the mixed train! These were the ones with two larger cab windows. *G611 used unofficially as Limerick works shunter for many years afterwards, following return from Sugar Co. 071 Class 1976 In use Front line main line passenger when new, gradually on goods too, main passenger fleet until replacement by 201s from 1996. Now goods and PW only. Some in use from ’77 only 201 Class 1995 In use Replaced 071s in front line duty from arrival in 1996. Ran with Mk 2, Mk 3, Craven and Mk 4 stock. When large numbers of railcars, especially the ICRs from 2002, started arriving there was little for such a large fleet to do. Thereafter used on Enterprise and Cork Mk 4s, and goods. Underused now, many in store. Some in storage for almost twenty years now, a few having seen barely ten years use. K Class 1954 1974 Ex GNR MAK Diesel No. 800. Spent most of the post-1969 period stored in Inchicore. Briefly ran on Cork-Cobh, then withdrawn. Suitable for a layout where “what might have been” is more important than “what actually happened”! SLNCR Railcar 2509 1947 About 1972 Used within this period only on a few IRRS trips and crew training. As above! 2600 Class Railcars (AEC / BUT) 1951 1972 Used initially on main line & Dublin suburban, including Cork (Albert Quay) – Bantry, and Tralee – Limerick – Sligo. Relegated to Dublin locals only as diesel locos arrived. BUT cars ran little after late 60s and may be outside the scope of this table. Some AEC cars converted late 60s / early 70s to push / pull for Dublin suburban, last examples withdrawn c. 1990. (NB: I saw a CIE AEC set at Hilden on the Enterprise about 1965…) 2600 Class Railcars (modern) 1996 In use The first of the “new” railcars, used when new on Heuston suburban services and the Cobh line. Ran in 2, 4 or 6 car sets usually. Now used entirely in Cork area. Nicknamed “Fanta Cans” when new, due to their version of the orange & black livery. Later became “Lilt Cans” when in the grotesque navy and lime green livery. So I suppose they must be 7-up now…… 2700 Class Railcars 1998? Stored Later versions of above, latterly used in Cork & Limerick areas …….and they LOOK like tins on wheels. 2800 Class railcars Late 1990s In use Similar story to above, currently based round Limerick, with examples seen in Cork too, and used on the Ballina branch. 29000 Class Railcars In use Dundalk – Dublin – DSER, and MGW suburban route. I’m unaware of these going anywhere else – maybe someone can add to this. 22000 Class Railcars (ICR) In use All IE main lines now – they’ve even done the Enterprise DART 1984 on In use Various batches Malahide – Greystones. Initial route (1984) Howth – Bray only Older wooden-bodied carriages 1915-30 1974 CIE kept a stock of ex-GSWR carriages for excursions in the Cork & Dublin areas until 1974. Used on peak suburban services very occasionally, and in complete sets summer excursions to Greystones, Howth and Cork – Youghal. The last six-wheelers (based in Cork) had been withdrawn from service in 1963, though one was used in 1964 for an IRRS jolly over to Albert Quay. Bredin carriages 1933-37 Last c. 1977 Used as a common fleet with the four varieties below, and the three varieties of vans mentioned below. All CIE system. For the modeller it is important to remember that it was only when Mk 2 & Mk 3 stock appeared that “uniform” trains were the norm. CIE 1951-3 carriages 1951-3 Last c. 1980 All CIE Bredins, Laminates, Park Royals, old CIE stock, and Cravens all operated together, and rarely was there a train with two carriages the same beside each other! Laminates 1956-61 Last c. 1990 All CIE Other than Cravens, the other types would have been in West Cork, Tralee – Sligo, Mallow – Waterford, Loughrea, North Wexford, etc etc. Park Royals 1955-6 Last 2 – 1996 All CIE Cravens 1963-4 Last c. 2006? All CIE after 1963/4, thus not some branches There was at least a single occasion which brought a Craven coach into Loughrea on a special. “Tin vans” Mid 50s Last c.1977 All CIE Earlier examples all over branch lines, ran behind steam, and all over Wisht Carrk too. Initially 4-wheeled luggage vans built, then 4 and 6 wheeled genny vans and about 4 x 4 wheeled TPO vans, one of the latter now rescued at DCDR from recent weedspray duties. Last time I saw a “tin£ luggage van on a passenger train was Limerick – Ennis in 1976 or 1977. “Dutch” Vans Mid 60s 2000s All CIE So called as they were built with Werkspoor parts. Last railway vehicles built in Dundalk Works. BR Vans c.1970 2000s All CIE Converted from ex-BR Mk 1 stock, acquired for the purpose of replacing the “tin vans” on main line services Mk 2 “Supertrain” carriages 1972 on 2000s Main lines: Limerick – Claremorris on exceptionally rare excursion Never ran with all the above carriages; nor did anything subsequent. The deathly dull era of trains of all the one type of stock had arrived! Mk 2 AB (second hand BR) carriages 1990s ? All IE Clapped out BR MK 2’s acquired in the mid-1990s as a stop-gap measure until the ICRs and other new railcars arrived. A coat of orange and black, a little sealing wax and sellotape and a 201 up front and it’s grand…. Mk 3 carriages 1986 on 2005/6? IE Main Lines Several sets of these were non-a/c push-pulls, used in conjunction with 121 class locos usually. Mk 4 carriages Late 1990s? In use Dublin - Cork Have been trialled to Killarney “Galway” International carriages 1990s After trials, settled into existence on Heuston – Galway line. Beautiful coaches, very comfortable. Timber-bodied covered vans Mostly 1940s Last c.1971 Seen in every corner of CIE system, and as far as Derry and Belfast up to about 1970. The last examples were GSR / early CIE from 1940-50 period, with an occasional all-wood ex-GN type, inherited from the GNR in 1959. GNR Cement vans 1951-4 Last c.1975 Seen in every corner of CIE system, and as far as Derry and Belfast up to about 1972. “H” vans Mid 50s on Last 1977 Seen in every corner of CIE system, and as far as Derry and Belfast up to about 1972. Palvans Early 60s Last c.1976 Seen in every corner of CIE system, and as far as Derry and Belfast up to about 1972. CIE cattle wagons Early 60s 1975 Seen wherever cattle trains operated in period covered. Mostly Cabra, Loughrea. Cattle declined severely in 1960s. Last was Loughrea, 1975. All wagons then taken to Cork for burning and recovery of metal parts. Ex-GNR cattle wagons were all withdrawn by CIE almost immediately after 1958, and are thus inappropriate for a CIE layout. Bullied designed open wagons Mid 50s on 2002? Built as standard opens for all uses, latterly beet only after goods went fitted from 1977. Seen in every corner of CIE system, and as far as Derry and Belfast up to about 1972. Doubled up and fitted in final years. Last four wheelers in use (beet). As doubled up, Wellington Bridge to Mallow only Wooden-bodied open wagons 1940s on Last c.1971 All CIE, plus Dundalk – Derry & Adelaide goods. Also Derry Road prior to 1965 – but rarely seen in north after 1970 “Lancashire Flats” Late 60s? 1990s?? The first “fitted” container flats – all CIE system plus Belfast / Derry goods. I think NIR got hold of one or two for Larne mail containers. Long wheelbase four wheelers. CIE 20 & 30 Ton Brake Vans Late 50s on 1977* Used for all types of goods trains. From the mid 1950s, early examples built with vertical wooden board sides, sheet steel from early 60s. A concentrated build programme 1959-63, plus branchline closures, eliminated all older types within a very short time. *In traffic, 1977 – but two or three retained for PW, empty stock and other shunting movements well into 2000s. One in some sort of PW train with ends removed, now stored in Limerick without, as far as I know, ever having been used in this guise. Older Brake Vans Various c.1963 See above; a small number (two ex-GSWR, for example) survived into the 1960s but by our period (post 1969) nothing but CIE standards were in traffic. CIE inherited a couple of GNR vans, but these saw little use although one or two received the CIE grey livery and “flying snails”. Withdrawn long before 1969, though NIR retained two at this time on ballast duties. A number of GSWR plough vans survived in PW trains until well into this century, albeit the last two were like Trigger’s Brush; so many newer parts, their originality was suspect! Important to note that plough vans were ONLY for ballast, never used as brake vans. (Someone asked me that recently). Cement “bubbles” Mid 60s on 2000s Ask IRM! Original bubbles 4-wheel, later cement wagons were bogie. Bogie container wagons Early 70s on In use Everywhere there has been fitted freight since the early 1970s Other bogies (Ammonia, Tara, Fertiliser, etc) Various Various Specialist traffic on specific routes only A story in itself; another day! RPSI Whitehead carriages 1960s In use RPSI excursions to all points north of Connolly (except the Navan branch, though RPSI has taken Cravens and wooden stock in there in the past…) These carriages come from three sources, though all are 1960s BR design. 1. Ex NIR 1970 Enterprise (built new then) 2. Later NIR acquisitions for the Enterprise, but 2nd hand BR 3. Vehicles acquired by RPSI direct from England, which never ran here in company service. De Dietrichs (JOINTLY OWNED IE / NIR) 1996 In use Dublin – Belfast (Lanyon Central Maysfields) Spare parts now hard to get, I hear; what will they be replaced with? Maintenance vehicles Various These are a subject in themselves and are not covered. Earliest tamping machines were trialled on Dublin – Dundalk and parts of the Irish North in the mid 50s, and same time on CIE. “Yellow” machines were originally grey. Ballast wagons, plough vans and other “proper” railway vehicles were normal railway livery until the late 1980s, i.e. all grey to about 1970, all brown afterwards. As Wrenn says, they didn't exist. Very few private owner wagons ever ran anywhere in Ireland. Even when a railway set aside stock for a specific customer's traffic, is was almost always just ordinary vehicles from stock. The GNR did have some vans marked "GUINNESS", as did the MGWR - but Guinness' never owned them. Those seeking accuracy on a layout would avoid the all too common Hornby or Bachmann open wagons or vans with anything at all written on them.....as well as the gaudy colours....

Discovered I omitted the Castle Class railcars..... just wrote that lot out last night "off the top'o'me'ead"..... Working on a better version now. Should have done that first, I suppose! Absolutely right. I should have added that the intention was to show normal spheres of operation, leaving occasional one-offs or trial runs out. I'll make this clear in an edited version!

Looks like this is my evening project! Hold fire, gentlemen, I'll see if I can resurrect it in plain English instead of computerygook. Kettle on first. This will be a late one.

20 years ago...... 1999....? Prob the ex-British Rail Mk 2 AB set? The last of the Park Royals and laminates would have been gone by then.

Good thinking, Dhu Varren! The table I did doesn’t seem to have translated across properly. I may have another try to line it up.

Just re-reading, if I remember right your station had already green paintwork... this suits CIE, GSR and possibly GSWR, just as well as SLNCR. So a Station repaint mightn’t even be necessary!

I'd say if they can find any way under the sun to get it off the rails and into trucks to Drogheda or anywhere else, they won't lose a minute in doing it! Within days, they'll announce that the last trucks are now scrapped, track lifting has reached Beauparc, and the branch is going to be a greenway. And there is absolutely no chance it can be reopened without spending €12,456 billion, which is better spent on that greenway, and new speed limit signs on motorways.

Timeline (2) This part deals with individual types of loco, coach and wagon. It gives a general picture. Within the overall norm, there will be the occasional “one-off”, for example, where something that I mention as operating only on the Ballygobacwards to Dungloe line, appeared on a solitary occasion on a train to Drumnothing. Type Introduced Last operation** Where normally operated Notes UTA / NIR “WT” Class 2.6.4T “Jeep” “DH” class 0.6.0 Diesel shunter BCDR Bo-Bo No. 28 MPD Railcars (several designs, corridor and non-corridor; latter usually Larne line) MED Railcars GNR AEC / BUT Railcars Loco-hauled carriages of NCC / early UTA / GNR origin Open wagons & Guard’s vans UTA Cravens Spoil Wagons 70 Class Railcars 80 Class Railcars CAF 3000 & 4000 class 101 Class “Hunslet” locomotives 111 Class “GM” locomotives NIR Mk 2 passenger stock ______________________________________________ CIE / IE A Class B101 Class B121 Class B141 Class B181 Class C Class D Class E Class (Note to younger readers: F class were the three narrow gauge diesels 1955-61) G Class 071 Class 201 Class __________________________________________ AEC / BUT Railcars (the ORIGINAL 2600 class!) 2600 Railcars 2700 Railcars 2800 Railcars 29000 Railcars ICR (22000) Railcars DART Ex-GSWR Wooden carriages (in use by 1969) Bredin carriages CIE 1951-3 carriages “Laminates” “Park Royals” “Cravens” Heating Vans / “Tin Vans” Mk 2 “Supertrain” carriages Mk 2 AB carriages Mk 3 carriages Mk 4 carriages “Galway” carriages Loose-coupled vans (Timber bodied) GN Cement Vans CIE "H" vans, & Palvans Bullied open wagons Bogie container wagons Other bogies (Ammonia, Tara, etc) RPSI Whitehead Set 1947-50 1969 1930s c. 1956-62 1951 1950-9 1920s-50s 1915 – 40 1967 1966 1974 / 1978 (2 batches) Early 2000s 1970 1977-81 1970 ______________ 1955 1955 1961 1962/3 1967 1956-8 1949 E401s - 1956 E421s - 1962 G601-3: 1955 G611-7: 1962 1976 1996 ____________ 1950-56 1996 From here, I confess too modern for me; I’d have to look them up and many here will be more knowledgable! 1984 onwards 1915-25 1933-38 1951-3 1956-c.1960 1955 1963/4 1955 – 62 initially 1972 1990s? 1986 1997?? Late 1980s? 1940-50 era 1954 c. 1955-64 Late 1950s Early 70s on Late 70s on various Summer 1970 About 1980 1972 Last two about 1981 1981 1974 Last of them 1974 Late 1970s 1970 / 80s Mid 1980s Early 2000s Still operating 102 – about 2002 101 – about 1994 103 – 1980s Still operating 1997 ________________ 1996 1976 c.2002 2006? 2005? 1986 Mid 60s 1986 1963/4 1975 In use In use (most!) _____________ c.1987 (1974 as powered railcars) In use Mothballed In use In use In use 1984 on Last 1974 Last c.1978 Last c.1977 Last c. 1994 Last 2 – 1996 Last c.2012? c.1978 Not sure Not sure – mid 90s? Early 2000s? In use mid 1990s c. 1977 c. 1975 c. 1977 Singly – c. 1995? Doubled – 2006? Ballast on all NIR Spoil Belfast – Magheramorne Passenger relief very occasionally After trial runs, ballast only. Within this period, confined entirely to shunting Grosvenor Road goods. All NCC areas, including haulage of the Lisburn – Derry CIE goods Bangor line until 1976 when Central line opened and they were “liberated”! GV St – Portadown / Dundalk Excursion traffic only, a handful as railcar intermediates. GN types on that line, a mix of GN / NCC types on the NCC, and one NCC one on the Bangor line in between 2 MED cars Ex-NCC types mostly (2 GNR guards vans) Spoil only to May 1970. Ballast thereafter NCC main line & “Enterprise” 1966-70, then to NCC when new “Enterprise” appeared. Mainstay of NIR services in this period on all lines, all services, including occasional forays to Dublin. Impossible to model 1974-2000 NIR without them! All NIR services. Too modern for me to know exact date of introduction! “Enterprise” 1970-84, thereafter occasional local trains, shunting Adelaide, and ballast. 102 only survived as Adelaide shunter 111 / 112 bought to replace clapped-out Hunslets on Enterprise. Joined by 113 in 1981. Some built new for 1970 “Hunslet” Enterprise; later joined by 2nd-hand similar stock from Britain. Latterly joined by some air conditioned stock, including the “Gatwicks" ________________________________________________________________________________________ 1955-early 60s – all duties. In 1960s, goods mostly. Main line after new engines 1969-72. Used mainly south, especially N & S Kerry & Mallow-Waterford, as well as main line to Dublin. Passenger & Goods. The 121s were the first American locos. Used as common fleet with 141 and 181 classes. 121, 141 & 181 classes spent last years on non-passenger work esp. after 201s arrived. Bought as branch engines, then branches close! Unreliable until re-engined. 1960s – mostly goods / shunting. Shunted Heuston & North Wall only. Included here only because its possible one was still about in 1969 though I doubt it. E401 & E421 class operated as common fleet. Shunted Cork, Limerick & all over Dublin, though E401s all in Dublin by about 1968/9/70 G601 trio: Mitchelstown, Banagher, Fenit, Castleisland & Newmarket branches (all goods only); pilot work in Tralee. All withdrawn by '69. Included here because you can get kits of both types of G - the earlier (square windowed) trio are not accurate for a layout 1969 onwards. G611 class: Above PLUS pilot Dundalk, Ballina, Limerick, Galway. Shunting Tuam BFS. Passenger work: G613 – 3 months on Foynes branch, plus (with the other six) passenger, goods and mixed trains to Loughrea. Everything! Access all areas, though late to come to Ballina due to Moy river bridge. Now only goods / PW Main line passenger while Mk 3s running, replaced 071s from 1996 onwards ____________________________________________________________________________ In early 70s, engines removed and converted to push-pull stock. Withdrawn when DARTs introduced, except one dilapidated set which was used Bray – Greystones while the DART was being extended to there. Rumours of resurrecting them (2017 / not going to happen…. Several other batches of these things since… From about 1970, Cork & Connolly retained about 5 or 6 sets of these, latterly used only on summer excursions on the GN suburban and the Youghal line. Bredin carriages were largely built in three batches; 1933 (suburbans, initially non-corridor but later converted), 1935 & 1937. When CIE was formed they used basically the same design for a number of vehicles built 1951-3. Between 1955 & 1960 the laminates (of various types), along with accompanying “tin vans” joined them. These plus the later Cravens were all treated as a common fleet, with most trains in all areas rarely having two consecutive coaches alike! RPSI has 11 Cravens preserved (not all in traffic) Tin vans c.1955 -62. “Dundalk” vans later, (late 60s) then EGVs from 1972-86. In early 70s, the “BR” vans appeared. First air conditioned stock in Ireland. Second hand British Rail Three EGVs in traffic with Enterprise The experimental British “International” set With the new rail plan in 1973, loose-coupled trains were to be phased out and all goods containerised or fitted trains. This spelt the death knell of loose coupled goods trains. With the closure of Castleisland in 1976 and Listowel in 1977, from that year all was fitted wagons. Built for Drogheda cement branch & Platin. Very similar in design to CIE "H" Vans, and used with them by CIE. These would survive, for beet only, into the 21st century. Last 4-wheel goods stock in use. In use Some of these are original NIR 1970 “Enterprise” stock, but several are later NIR, and others never ran here at all – imported from Britain by the RPSI. Last working steam in Ireland. Last passenger was a 3-coach train on Larne Line, Easter 1970 Forgot to mention these initially…. On account of its use, rarely seen or photographed. One car shunted Derry (Waterside) at times. Goods hauled by 2-4 cars. After 1976, Portadown – Bangor along with new 80 and older 70 class. Never seen in service on NCC There were a few (NCC design) UTA-built carriages of 1951-4 era among these. Ballast only Most scrapped – few found a 2nd career as ballast wagons, as there was little need. One or two still in use into the 1980s. Centre cars were mostly purpose built, but at least 2 rebuilt NCC coaches ran with them, as did UTA Diner 87 and GNR diner 88 on the Derry line, until catering stopped in 1972. Very ropey by 1986 when they stopped. Purpose built centre cars. Some delivered as 2-car sets, others 3-car. Rarely ran in anything but 3, 5 or 6 car formations in earlier years. Comfortable things….prob best today. ICRs are too hot & stuffy inside. Last passenger use of 101 was a three-car local of old Mk 2 Enterprise on an all-stops Central-PDN one summer evening in 1994. It broke down in PDN and wasn’t used again. Enterprise until 1996, ballast and shunting since then, with 112 lent to IE for several years. Withdrawn after De Dietrichs appeared. The one set of Gatwicks lingered on one daily service until CAF 3000 class appeared. ___________________________________________________ After 1976, 071s mostly took over, so back to goods. Last six in use on Tara until 1996. Little used after 1967 – confined to shunting & ballast, occasional goods, weedspray. IRRS trip 1976 with 106 was last use. Others long withdrawn by then. Often ran as pairs (in later years almost exclusively). Well travelled: the 141 class got to Omagh, Derry (Waterside), the North Kerry, Croom, Loughrea, Ardee, New Ross, Mallow-Waterford, Sligo-Limerick, Fenit, Castleisland, Foynes and Ballinacourty lines among others... From mid 70s, all brought to Dublin and used on Dundalk – Bray locals push/pulling de-engined AEC cars. All withdrawn after DARTS started in ’84. First diesels built in Ireland By 1977 or so, I noted E421 in Limerick, one in Cork, and all the rest were in Dublin shunting Heuston & N Wall, and on N Wall – Heuston goods. Never used in traffic otherwise. G611 class, along with re-engined “C” class, and a very occasional 141, worked the Loughrea branch until it closed in November 1975, and with it Ireland’s last cattle traffic and last mixed trains. Little passenger work after 201 class arrived. Latterly Ballina branch passenger train only. Rest goods! Goods work now, and push/pull passenger on Cork & “Enterprise” _____________________________________________ Various laminates and Park Royals used as centre cars. Older relics often included; I’ve seen pics of GSWR wooden bogies sandwiched between them, and a photo of one on (I think) Tralee – Mallow in the 50s with a MGWR non-corridor six-wheeler in tow! Same in one pic on the Harcourt St line as late as 1958. Even late on, in the Dublin set anyway there were at least two non-corridor. These were joined by the “tin vans”, built from the mid 50s to the early 60s. The earlier ones were 4-wheeled luggage vans or brake / generator vans when steam ended. Later ones, with more “main line” side profile were six-wheeled heating vans. A few (4 or 6, I think) were built as (VERY rough riding TPOs). One is preserved recently at the DCDR. Last “tin vans” to see normal passenger use were about 1978 on the Nenagh branch, Limerick – Ennis locals, and possibly Limerick – Rosslare. Clapped out when they got them! Several “Dutch” vans converted to operate with them. Probably the most comfortable “modern” coaches ever to operate. The RPSI now has the Gatwicks too, plus their unique genny van, while DCDR has the Gatwick driving trailer which ne

Could well be, Merlinxii. The higher centre of gravity, which was indeed the problem, contributed to the instability; it was when laden they were at their worst, according to a York Road man who mentioned it. With a sloped floor to one side, the weight of stone was great on one side too - that would have made matters worse. I often wondered why they didn't get bogie hoppers. But then, CIE used four wheeled flats for their earliest container traffic about the same time! With a one-side-tipper, it is possible that a bogie vehicle wouldn't have been much more stable..... Pity, for the interest, that one didn't survive in preservation. I should add that in the above ramble, I forgot all about the three NIR diesel shunters, which were delivered in 1969. I'll deal with them in the next tome.

Timeline of rolling stock and locomotives over the last fifty years or so First, the picture in 1969 NIR About six steam engines (all “WT” class 2.6.4T) in use at any one time, confined to ballast trains and “spoil” on the Larne line. Very, very occasional forays onto passenger trains – excursions and breakdowns. Passenger stock is a mix of old GNR and NCC stock – nothing BCDR or BNCR has by now survived, and the last non-corridor stock has recently been withdrawn. The Sligo tank shunting at York Road is now withdrawn, as is the last of the pair of “Jintys” used for that purpose in the early 1960s. There are no internal goods trains whatsoever other than the spoil trains, though several goods yards (e.g. Lisburn and Ballymena) survive, home to weeds, but still with track. Passenger trains are entirely of MED stock on the (disconnected) Bangor line. PW trains on that line are an empty set hauling several old open wagons. No other stock is on the line, nor will be until they are reconnected in 1976. Passenger trains on the Larne line are largely MPD cars, barely two being identical. Some were late 50s new-builds, others (including non-corridor) are conversions of NCC carriages dating from the 1920s. Prototype MEDs 6 & 7 are there too. To such exceptional extent as steam still does anything passenger-related, it’s most likely to be here. Mail is conveyed in “Brown vans” (now in very heavily weathered UTA green, with an occasional one repainted NIR maroon) between Larne Harbour and Belfast. On the Derry line, 70 class sets predominate, though many trains are also worked by MPDs, especially short workings and the Portrush branch. A number of newish halts with one or two coach length platforms and plain concrete construction are in operation on the Belfast – Larne and Antrim lines, like “Eden” (what a name; the place is anything but!) and Kilroot. On the former GN section, from Great Victoria Street to Dundalk, AEC and BUT cars of GNR(B) origin operate most trains, though 70 class sets are on the “Enterprise”. Usually there is one steam loco (WT) about, on ballast duties, though on other occasions it isn’t! Former BCDR diesel locomotive No. 28 shunts the CIE goods at Grosvenor Road goods yard. A few old wagons lie around, and it was about that time that the ex-GNR 0.6.0 No. 49 disappeared from a weed-grown siding at Adelaide for its appointment with the scrapman. Ballast trains are ex-Courtaulds open wagons of NCC origin (most built 1922-26). Goods brake vans remain in use for ballast trains. There are two of former GNR origin (perhaps three) and two of ex-NCC stock; all are in an atrocious external condition, as are the clapped-out old wagons they are paired with. Spoil trains use a steam locomotive at each end for two reasons: (1) they haven’t enough brake vans, and (2) the trains run in push-pull mode, so it makes sense to use a locomotive at each end, the guard travelling in one of them with its crew. The spoil trains are operating with brand new stock, however, the 1967-built four wheel hopper wagons new from Cravens and painted in all-over duck-egg light blue/grey. These wagons discharge on the seaward side only and thus have doors on one side only, giving them a distinct appearance but also making them prone to instability when fully loaded. CIE The CIE system, by contrast, has been modernised substantially in recent years. Steam has been gone for six years, and brand-new 181s operate with the 121 and 141 class on most trains; these are treated as a common fleet and number over 50 locomotives. The 11-yr-old C class and the 14-year-old A class are undergoing the “re-engining” programme, with the original Crossley engines replaced by those from GM. Some of the B101 class survive in traffic, though these are mostly confined “south” to Cork and Waterford depots. They are rarely seen in Dublin, but appear occasionally on Tralee – Limerick – Sligo. They rarely if ever see passenger work since Mallow-Waterford and the Croom branch closed in 1967. Of the smaller locos, the G class now have nothing to do except the Loughrea branch, station pilot duties at Tralee, Limerick and Galway, and shunting Tuam beet sidings during the beet campaign. Soon, Tralee and Galway won’t need them any more either. Passenger trains consist entirely of a large fleet of quite a few different laminate varieties, built to two separate side-profile designs; Park Royals; the full fleet of 40 Cravens, Bredin GSR stock, and (almost entirely on local trains in the Dublin and Cork areas) a fair number of 1915-25 era GSWR wooden corridor stock. Non-corridor stock is now confined to a very small number of vehicles in two Dublin spare sets. With the exception of the wooden stock, all coaches are a common fleet. Cravens are mixed up with everything else, but are mostly on main lines. From recollection, though, their appearances on the DSER and Sligo lines was much rare, and a modeller of these lines in this year would be as well to forget about them! Goods is varied. Cement Bubbles are beginning to be seen in various locations, mixed in with all types of other stock; this is before the idea of block trains of a single type of vehicle. Most are standard wagon grey, though the newest are appearing in orange and light grey. “Palvans” and “H” vans of standard CIE mid-1950s / mid 60s designs, and Bullied corrugated open wagons absolutely dominate goods traffic, carrying everything under the sun. In the Cork / Tralee are and Dublin, grain wagons are to be seen, and there are quite a few GNR goods vans of (1954) similar design to the CIE “H” vans. Older wooden framed vans, mostly ex-GNR but an occasional late GSR one, may also be seen. Wooden sided open wagons are by now rare. Containers travel on four-wheel flats, or new build with longer wheelbase than older standard chassis. Guinness is carried in “open wagon” type containers on the same modern flats. Old brake vans are by now gone, and all are of modern CIE type – some 20T, some 30T. A few retain the vertical wooden planking, but most are steel sheet. The AEC railcars are still in use, almost totally on Dublin suburban services since the 141 and 181 locos arrived. Howth, Drogheda and Bray suburban trains consist of AEC cars, with various laminates, Park Royals, AEC railcar intermediates, and the odd wooden bogie coach, as intermediates. No BUT cars remain in use, though there is at least one in operational order in Inchicore. Peak trains can be loco hauled, consisting of a myriad of coaches as mentioned above. For the modeller, it is important to note that if accuracy is wished for, there is virtually no such thing as a train, goods or passenger, local or mainline, consisting of a line of all the one type of wagon or coach, like today. (The railways were interesting back then!). The above is to set the scene. Notes on liveries: by now, on the newly-formed NIR, UTA green still predominates on the couple of dozen loco-hauled coaches they still have which are still serviceable. Within a year, about half or more of these will be repainted in NIR’s “loco-hauled” livery of all over maroon with a waistline 3 inch light grey line. The old BCDR loco is black, though so extremely filthy that it is impossible to discern any livery – the same is true, for the most part, of the steam engines, though some crews keep theirs moderately presentable! Railcars on the NCC section and the Bangor line are mostly the new NIR livery of maroon with upper light grey, though quite a few MPD cars remain green. On the GN section, several power cars and at least one centre car (an ex-GN brake third) remain in the short-lived GN section livery of blue and cream. AEC car No. 111 springs to mind. It is important to note that this was not the same as GNR livery, which was much darker, almost navy blue, and below window level only with a black line separating them. The current RPSI Cravens livery is almost like a cross between the two! UTA wagon stock consists of old open wagons used only for ballast, and the new spoil wagons. They have no vans apart from a couple of derelict ones lying about – I recall a BCDR one at GVS, still in BCDR grey with BCDR markings. The spoils are a light duck-egg greyish blue all over (no, no black chassis!). The ballast stock are all still in old UTA liveries: those of ex normal stock are all over grey, a darker shade than CIE, being a throwback to NCC days, and thus closest to LMS wagon grey in England. Those formerly allocated to Courtaulds coal traffic in Carrickfergus are a brownish red colour, often incorrectly called “bauxite” (which is brown, not reddish-tinted). I can’t recall exactly, but while body ironwork was the same brownish colour, the chassis of these, for once, might have been black. I’ll check this if I remember! Parcels vans are NCC “brown vans”, as on the NCC. Most still UTA green, but so dirty from brake dust that they actually look brown in many cases. A few are newly painted in NIR maroon, with lightish grey roofs, yellow lettering and black chassis, as they operate in passenger trains. Train operations: NIR as mentioned above. Dublin area – AEC cars and some loco hauled on local services Cork area – suburban trains loco hauled. 141s and Cs dominate, with stock a mix of Bredins, Park Royals, laminates and quite a few older wooden carriages, by now all of GSWR parentage. No DSER or MGWR bogie stock have operated for almost ten years. Main lines – 121, 141 & 181 classes dominate virtually all passenger trains; same mix of carriages (except wooden), but with the Cravens spread among them though a higher proportion on the Cork line and the “Enterprise”. Goods trains also see the GMs, but the “A” class are there too, as are the few B101s left. “C” class locos are underpowered for main line use and see most action on shunting and PW duties, mixing this with B101s. I will proceed to give a rough outline (and rough it is) of developments in future years in the next bit.

They got it done quick enough - they've only been talking about it since about 1860..... Hmmmm.... Dublin has needed an underground system for decades. They talk of Metro. If Shane Ross lives to be 400, it'll still never get done. Well, maybe if Shaney (my local TD, BTW) DOESN'T live to be 400, it'll get built sooner!

The BR Mk 1 profile also isn't quite right....that's the thing about modelling Irish passenger stock - apart from more modern stuff like Mk 2 and Mk 3, very little in Brexitland corresponds with anything here! Having said that, of course anything can be adapted. An "end" piece can have its sides filed to correspond with most this side of the pond. The 70 class (and many types of laminates) curved in at the lower end, but were virtually or in some cases literally straight (vertical) on their upper sides.

Window-wise, this looks 70-class-ish. But the side profile wouldn’t be.....

Pm sent! lovely job!

I had considered (and may do again) a line which resulted from the Parsonstown & Portumna bridge line having been extended to Loughrea. Once the GSR takes over, it becomes quite logically a single route, with services operating from Attymon or Galway - Ballybrophy. Hey presto: Midland and Southern stock on the same line.

I had forgotten the tablet catchers were black.....

I love this!

Nah.....that one’s narra gauge.....