jhb171achill

If you look at the pics of my grandfather's model, from which the actual GSWR paint was matched, you'll notice that I deliberately took pictures of it in sunshine, natural light shade, and artificial light. In photos, the variation is remarkable. This also explains the variation in recollections of the real thing. If anything, the real thing looks slightly darker even than the above pic. Good to see the correct coloured "snail"; none were ever white, yellow or anything else. Cabside numbers pale yellow - I'm presuming that's what's on here. Eye witnesses said that when newly painted, the grey had "bluish" tint. This was evident when 186 was correctly painted grey by the RPSI about ten years ago (she still has it in Whitehead museum), and on the above model. In traffic, especially in CIE days, they got very dirty very quickly, and tended to stay that way. Thus, a heavy dose of weathering is a good thing to have! Wheels grey too, by the way, and buffer stocks. Easy to organise!

It is, Irishrail201. It’s an exact copy from actual Inchicore grey paint. I now have a problem! I am DROOLING so much, I’m having trouble sending the payment for my two of these beautiful beasts!!!!!

The late Billy Lohan of Tuam, who I interviewed in detail many years ago, told me that in his time at Tuam shed, the allocation was always 6 or 7 J15s. He recalled being told, when he joined the GSWR as a cleaner in 1919 that he had to “polish the locomotive till the lining shone”. It is likely that many engines of the class served this route over the years - the above plus 171 (which, of course, would stick in my own mind) and others. When I get home I’ll look for the list.

The The grey first appeared according to some reports in 1918, but others suggest 1925. Prior to that it was shiny black, very nicely lined in red, or earlier still in red and white. In GSR days, all grey without exception. In CIE days, everything was grey until about 1957-ish. In the very last few years of steam, very few locomotives were repainted at all, thus many ended their days in a coating of oil, rust, soot and filth. Of the few engines that WERE repainted, some were repainted black. One Bandon Tank got it, No. 90 seems to have been black only for its last eighteen months in traffic, for example. Bob Clements passed a list on to me at one stage of what engines became black. However I have been unable to locate it; I have obviously misfiled it at some stage. From recollection, he either implied - or stated as fact - that no J15 was ever painted black. Several photos of J15s during the 1958-62 period appear to show them in black - but dirt on grey, and the limitations of photographic film back then, plus frequent poor light, can easily give this impression. The old GSWR lines black would look amazing! No. 171 is one J15 (no, Leslie, not the blue one!) that was known to work the “Burma Road” in the late 1910s / early 20s.

The pre-1915 black would have to be lined if authentic......! (Runs and hides!) I must look up my notes and see when they changed from red and white to red only lining.... Cast number plates were always black-background with the various pre-1895 green liveries. They seem to have been red background in lines black days. Once grey came in - ALL grey! Any CIE engines which survived to get black paint after 1957 had painted numbers, no plates. One, or possibly two of the CBPR 2.4.2Ts which went to the C & L ended up - once there - with red-backed numberplates, as did 801 and 802 after about 1953 anyway. J15s corresponded to the above, of course. Incidentally, many models of grey locos have bought numberplates on them with shiny numerals and black backgrounds. If accuracy is wanted, they would be grey background in all cases. Raised numerals painted light yellow. These numberplates weren't brass, they were gunmetal or cast iron or something, usually. So they were painted.

The grey first appeared according to some reports in 1918, but others suggest 1925. Prior to that it was shiny black, very nicely lined in red, or earlier still in red and white. In GSR days, all grey without exception. In CIE days, everything was grey until about 1957-ish. In the very last few years of steam, very few locomotives were repainted at all, thus many ended their days in a coating of oil, rust, soot and filth. Of the few engines that WERE repainted, some were repainted black. One Bandon Tank got it, No. 90 seems to have been black only for its last eighteen months in traffic, for example. Bob Clements passed a list on to me at one stage of what engines became black. However I have been unable to locate it; I have obviously misfiled it at some stage. From recollection, he either implied - or stated as fact - that no J15 was ever painted black. Several photos of J15s during the 1958-62 period appear to show them in black - but dirt on grey, and the limitations of photographic film back then, plus frequent poor light, can easily give this impression. The old GSWR lines black would look amazing! No. 171 is one J15 (no, Leslie, not the blue one!) that was known to work the “Burma Road” in the late 1910s / early 20s.

Superb stuff!

Ah, we don’t want themmuns here. Back to the drawing board.

What is a turbocad? Is it 4, 6 or 8-wheeled, and does it run on shteam, diseasel or eco-friendly globally warmed vegetable oil?

So, can you do it again the day after tomorrow for those who missed it, David? (runs for cover)

And yet, a certain level of commercial viability seems to exist for earlier times, even if not a big market. 00 Works' two GNR logos and the J15, as well as various Cravens, Park Royals, tin vans and laminates.

Hopefully the various posts on board here from time to time, plus photos of the era (and several fine layouts depicting these times) should help in this regard. The forthcoming J15 in RTR form plays a huge part in advancing modelling this era, as they were as absolutely central to it as a 141 to the 1970s, an 071 to the 80s, a 201 to the 90s, or an ICR to today. Similarly, SSM kits of six wheelers are as essential as Cravens were 1965-95, and the elephant in the room for any layout 1950/74 is AEC railcars. Might one dream of a RTR one?

I was thinking of renumbering the 141s I have, to my "personal favourites" B145, B150 and B155. All too often, numerals available are the wrong font, size, or both. Some are BR arial style, fer gawds sake. Does anyone have any ideas as to accurate-appearance numerals for a black'n'tan 141? (OR A, C, B101, B121 etc....)?

I forgot to mention the bars on the inside of the van too.....

Phil You can access the C & L loco in Cultra, getting inside possibly by appointment. Mention that you are researching. But that's not a CBPR loco...... dunno about the 2.4.2Ts, but seeking photos of another loco by the same builder might assist? Regarding the coach, the seats were bus seats, all facing the one way. They had dark coloured plastic or leather covering - unsure of colour but probably well worn. And probably darkish green. The interior would probably have been painted a brownish colour. I know nothing of the van interior, unfortunately. Probably pretty bare, as just about everything was carried! The partition separating it from the passenger area probably had a central rather than side door. As befits the name, this thing was made of two bus bodies. Research on bus websites might help, as internally they weren't altered by CIE. Is there anything in the Howth museum or does anyone know about 1930s GSR buses? Seats would have been fairly standard. What sort of upholstery did the IOC use, I wonder, or early CIE?

Hello from Thailand! Yes, that fits with what Roderick told me - I’ve two of the beauties on order. Can’t wait! J15s were the single most important locomotive ever to run in Ireland.

We have a precedent, Noel, with 461 in CIE green - and extremely well it looks (as would, in my humble opinion, any engine), even though the shade on 461 is hopelessly wrong. Needless to say, in accuracy terms, 461 & 2 were grey always in current form. I saw a photoshop of the RPSI's GNR 171 in lined CIE green once. It looked absolutely amazing! My own personal preference, though, in preservation or layouts, is accuracy.....

They're Drew Donaldsons "0" gauge stuff. His model of Inchicore which is in Cultra. He didn't like CIE engines in black or grey, and he was very impressed with the lined green passenger livery, so he painted all his models inclined green, even if they never were green - which was the case with almost all of them! But they look amazing!

1963 Continued A note mentions the last passenger train from Limerick to Tralee. The normal two-coach AEC set on this occasion, as a one-off, hauled a "new second, No. 1502". As mentioned in the last post, while steam was now history on CIE, they did retain a sizeable stock of serviceable locomotives, as a precaution in case some major unforeseen issue might afflict the new diesel fleet. Thus, many locomotives were not officially withdrawn until the end of 1965 - but for the historian, it is important to note that doesn't mean that steam was in use until then. Far from it - not one of the reserve locos would ever turn a wheel in traffic again, bar the few used on the 1964 all-Ireland RCTS steam tour. Most would be scrapped, but as we know, ex-GN 131, 90, 184, 186 and 461 would find their way into active preservation, with the old No. 36 plinthed in Cork. West Clare 5c was by now plinthed at Ennis on the site of the former WCR loco yard. Two Cavan and Leitrim engines and one T & D would survive, but that's for another day. The UTA proceeded to overhaul nine steam locos, of which five were "Jeeps", one "W", and two GN 0.6.0s. Ex-SLNCR "Lough Erne", now also numbered 27, had just emerged from the works and would spend all its UTA life shunting around York Road. With CIE now all diesel, the Dundalk banking (steam) engine was gone. G614 had appeared at Dundalk as a shunter, and it would have been utterly incapable of banking anything heavier than a Dunnes carrier bag. Thus, the northern section of the goods train, now worked almost entirely by "Jeeps", often did two runs between Dundalk and Goraghwood. Ex-GN SG and SG2 class 0.6.0s would occasionally work these trains, having the same haulage power as a "Jeep", but these GN engines stayed mostly on the Derry Road, where they were very much to the fore on goods traffic. Unusually, Queens Quay (the erstwhile BCDR terminus) refurbished five ex-GN AEC railcars, as well as its usual diet of Bangor line MEDs (the single least comfortable railcars ever to run in Ireland; albeit only marginally worse than the utterly dreadful NIR "Castle Class"*). Several new Portadown locals were specifically in the hands of ex-GN BUT cars. As these cars had no forst class, they were particularly allocated to these services which were advertised thus as second class only. And just like West Cork, Warrenpoint station was completely refurbished and repainted. Closure couldn't be far away! An ex-GNR bogie parcels van, 780, appeared from Dundalk paint shop in black'n'tan; while F501 was taken to Inchicore and the ex-GN steam crane was sent with match trucks to Waterford. By June, a pogrom of small rural intermediate stations had occurred. No less than 33 stations closed completely, with another 20 surviving only for certain types of traffic - this was usually goods of some sort, with passenger services withdrawn. And from the bizarre to the ridiculous; the last two trains into Athboy were worked the whole way from Dublin by G612! (They must have departed just before the Great Famine....). One, on 29th March had eight cattle wagons, and the following day the other - the very last train on the line - had seven cattle wagons from Loughrea Fair, plus four empty wagons for the collection of signalling equipment. Now the line was shut. The Oldcastle line, by contrast, required A34 to handle 24 wagons on the goods the same day! A55 would take the last ever train - 20 wagons and van - out of Oldcastle the next day. TO BE CONTINUED (* The term "450 class" for these abominations in recent years appears to be a gricer term - railwaymen always called them "Castle Class". And no railwayman EVER referred to the 80's as "Thumpers". Dammit, do they LOOK narrow gauge?).

The “Green’n’Grey Era” at its best; A7 included, of course. As can be seen, A7 has one of the painted steel “snails” attached. Some had this, some didn’t.

Not just relief; they operated the timetabled passenger and (Ireland’s last) mixed trains on the Loughrea branch for over ten years, and for just three months G611 did the mixed to Foynes before being replaced by s C. Other than that, though, they never operated passenger trains of any sort until the DCDR came along! Regarding the purpose in mind when they were ordered, it was this. If we look at the system before the 1963 closures, there was a great deal more light shunting, and light branch lines. The work done by the earlier trio on goods branches with 5 or 6 wagons in a single train was ideal, as was pilot work in places like Mallow, Tralee, Athlone, Wexford or Dundalk. On the GNR, one would have been useful at Clones and possibly Monaghan, and a goods only Belturbet branch would have made an ideal home, as would the Courtmacsherry line. The E class were ordered with a clearer view of the future. So, while it was thought that they too might suit some branch lines, the main focus was shunting and pilot work. The 1962 trial run derailment of E421 put all thoughts of using Es on trains above 25 mph in the bin. Station staff wouldn’t have been allowed near them (officially anyway!) due to union rules.

I post all this stuff in the hope that it will (a) set the scene and background for the forthcoming RTR J15, 121 and A classes, (b) engender increased interest in the fascinating "green/grey" era, when elderly steam and brand new diesel could be seen hauling venerable gas-lit wooden non-corridor stock, alongside (for all too brief a few months) brand new steel stock, (c) provide information to those too young to remember on what the railways were like in their timeless Indian summer, even as modernisation crept it. So long ago in one sense, and in another railway world, but in reality all too recent. And so to.... 1963 I'll make a start on this - I'll hardly get it done tonight. Trial runs with the new 141s began on 24th November 1962, just as cutting up of B1a 4.6.0 801 "Macha" started in Inchicore. These locos are often referred to as "Queens" - even by IRN. This is completely wrong, akin to calling a "Woolwich" an "N" class after the narrow gauge equivalent in England. Maedb was a queen, but Macha and Tailte weren't. The first use of a new 141 in traffic was the 06:30 Dublin - Cork on 10th December 1962. Later, the same day, examples of the class took the 10:40 Dublin - Cork (with two locos; first ever double headed 141s), the 11:00 Enterprise, several afternoon trains to Cork, the 20:10 night mail double headed to Cork, and the 21:45 Dublin - Limerick goods. One loco had been sent to Claremorris for crew training, but it would be 1963 before they were out and about on the Midland or DSER sections. The only regular steam in Inchicore now was stationary boiler duties, for which GSWR 2.4.2T No. 42 had replaced 4.4.0 No. 301. Down in Cork (that's Caaark, boy!) to those of a southern persuasion, C class locos were working the quays shunting, and the Albert Quay yard. And steam continued its swansong. The beet season finished up with several GNR locos joining the usual J15s which were all over the place, but mostly in the south east. One GNR loco (0.6.0 No. 161) got as far as Ballylinan. Ex-DSER 461 also took part, as did sister 462, despite this loco having been in and out of traffic in recent times with unspecified problems. Some fifteen steam engines were used in the south east, with seven others elsewhere. Apart from those singled out above almost all were J15s, having outlived so many of their newer and more complex sisters. But Tuam was seeing diesels on beet now; the writing was clearly on the wall. In the west, the only beet train which was regularly steam was from Craughwell to Tuam, which ran a number of times, using one of a trio of surviving J18 0.6.0s. Twelve wheel GSWR diner 353 was now repainted in black'n'tan (from green), along with several ex-GNR K15 open thirds, while Inchicore stepped up completion of remaining laminates. Now preserved C231 operated the Roscrea - Birr line on its last day - both passenger and goods. Meanwhile, C212 had the same melancholy duty on the Banagher branch. The last Port Laoise - Kilkenny train was handled by new B159. Its opposite number was hauled by A45. I wonder was this the only outing of a B141 on this section? There can't have been many. B101 would take the last empty wagons ever out of castlecomer, while an unidentified A was the last loco in and out of Mountmellick. Strange - I would have been more inclined to expect that to be a C...... Yet, CIE announced FURTHER closures in the near future. Waterford passenger trains were all in the hands of AEC cars at this stage, and the service was speeded up with a railcar express up in the mronings. This was to compensate for the elimination of the shorter route through Abbeyleix, and the Carlow / Athy diversion. Due to heavier than usual traffic, an extra goods train often ran from Limerick to Athenry and back. It was noted that this was regularly steam. The old Gardner railcar on Derry locals was withdrawn following a mishap with 0.6.0 No. 33 in Foyle Road station. Henceforth these services would be worked by a single BUT car. During the spring, York Road had refurbished no less than seven steam engines, of both NCC and GNR parentage. At this stage, 121 class locos would occasionally work nose-first. Due to the failure of B123, operating nose-first, B126 was attached to the front to complete its Dublin - Waterford journey, with four bogies and three tin vans. This is the first time a pair of 121s is believed to have worked with the locos connected "nose-to-nose", as would become standard ten years layer. A snapshot on 29th December of operations shows the Cork line largely in the hands of A and B121 classes, with AEC railcars on the Thurles - Clonmel line. A B101 is noted approaching Dublin on a goods. A's are also seen on beet.B101s were on the Waterford - Mallow line on goods and beet work, with Rosslare - Limerick passengers all in AECs. By spring, any "Bredins" still without gangways were having them fitted. By now, No. 151 was the last J15 still in working order and in traffic. It hauled an enthusiast special to the Streamstown - Clara branch. It was out again on 18th March for Ballylinan on another enthusiasts' special. On the Midland, 2nd February had seen MGWR 0.6.0 574 take the last services in and out of ballaghaderreen; now there was nothing more for this loco to do. The very last train off the branch was a cattle special for Sligo with B133, only the seconf time anything other than steam had traversed the line, which would now close. The other time had been the year before when a new 121 went in there with an enthusiast special, following the failure that day of the booked steam engine. Diesel reigned elsewhere - C221 had the last train to Newmarket, while final regular passenger trains into Youghal wre 141 and B101-hauled. Foynes' last passenger train was also hauled by a B101. The North Kerry passenger service was also finishing - two-coach AEC cars doing this job until the end, while B101s regularly did the goods, though the odd A served too. B135 took the last trains over the North Wexford, along with A31 and B141. The Bagenalstown - Palace East line saw its last ever movement with what as far as I know might have been the only working ever of an A down this line - on 24th March, A4 had taken a cattle special out of Borris, with 24 wagons and a van. Edenderry's last train also was hauled by a loco which can't have ever visited much - B173. How many 141s ever went there? Probably a one-off? THE END OF STEAM ON CIE By the end of March, steam was clearly on the very last of its legs. Its slow death, first predicted eight years earlier, was now a mere twitching of the feet of a shot animal. Drogheda lost its steam pilots in January, on the arrival of two "A"s. The 07:48 to Howth and back, Dublin's last regular steam working, ended on 8th January. C, E and G class diesels took over shunting and pilot work almost everywhere, though J15 151 would pop up on the Dun Laoghaire mail trains now and again. Only seven locomotives were steamed daily. Three pilot engines at Amiens Street, train heating at Kingsbridge and Westland Row, one for engineering trains, and one as a banking engine at North Wall. But more E class diesels were appearing - this wouldn't last. On 30th March, two "E" class diesels finally replaced ex-GN 143N on Amiens St goods pilot and 15N as the North Wall banker. Even Loughrea had succumbed on 4th February, when MGWR 0.6.0 583 had been replaced by a G class diesel. Steam had finished; 1834-1963, RIP. Fifty locomotives went variously to Mullingar, Inchicore and Dundalk for scrap. It looked as if finally, all steam working on CIE had ended. And yet, at the eleventh hour, Bandon Tank 463 briefly struggled into action on West Cork lifting trains. And of course, there was still the UTA. .................................................................... TO BE CONTINUED ...................................................................................

The railcar bits were doubtless part of what would become the first full BnT train later on.... 1962 With the delivery of the seven G61x class, it was noted almost immediately that there was nothing obvious for them to do! By February. only G601 of the original trio was doing anything at all - an occasional bit of shunting at Portarlington. The other two would scarcely turn a wheel - if at all - in traffic again. Yet, all three ended up being repainted black. More new carriages were coming on stream, and alterations were taking place to the internal layout of several ex-GN dining cars; former GN stock as well was almost all now in green, be it of the UTA or CIE persuasion. Black'n'tan was now beginning to be noted all over the place, with tin vans now often also in this livery. 801 "Macha" was now noted working INTO Limerick with the Cork goods, instead of leaving it at Limerick Junction. But by spring 1962 she had developed an in=named fault and was stored next to 800 in Thurles out of use. Even now, three J15s were outshopped from Limerick Works, and a Midland 0.6.0 was also receiving attention there. When I started looking through these journals the other day, I KNEW there was something in there somewhere that I had forgotten about, regarding liveries. In February 1962, A31 appears in full black'n'tan (high waistband), as the first A in the now standard "proper" black'n'tan livery, as opposed to A6 in its experimental version. A6 would soon be altered to the "standard" style. BUT - at the SAME time, A16 has been repainted fully in "the former SILVER livery"! The IRRS, meanwhile, organised a special on St. Patrick's Day, which brought ex-GN 207 "Boyne" to Cork. With only months to go until steam ended for good, in Cork J15 193 was completely serviced and repainted in the standard grey livery, but with (uniquely) a black smokebox and chimney. Months later it would be on the scrap line. For the rugby, two specials headed south from Great Victoria Street to Amiens Street in February. Both were hauled by ex-NCC "W" class 2.6.0s.Other specials were hauled by A, and B101 classes, and one with ancient GSWR 4.4.0 No. 59. On Lansdowne Road locals, we see A14, GNR goods 0.6.0 No. 170, and two locos numbered 197: a CIE J15 and a GNR 4.4.0! St. Patrick's Day saw six specials on the Belfast line, all hauled by "A" class locos. Meanwhile, in Limerick, it is often thought that the cement line to Castlemungret was always the preserve of diesels, as it was only opened in these times. In fact, steam featured at first and in spring 1962 the branch was worked by five J15s (101, 106, 124, 138 and 164). MED cars 24, 26 and 28 had been fitted with driver's controls and an end window in the guard's compartment for operation off-peak on the Bangor line as a single car. The Belfast Central line was now to be closed, rendering the Bangor line as a Tramore style unconnected suburban line. A nonsensical decision, even by the negative standards of the UTA. Six "WT" Jeeps plus ex-GN 208 had been refurbished at York Road. Steam was still alive and well in Belfast, just for another few years. The 09:15 down "Enterprise" was noted one day with three AEC cars in CIE green, one intermediate in black'n'tan, the dining car in GNR navy & cream, and a silver tin van! Such multi-coloured scenes were to be common on both UTA and CIE for a few years. I recall seeing, a few years later, an AEC set in Lisburn with one UTA green car, one in UTA mid-blue and cream, and one in the brand new NIR maroon and grey.... More colours abounded in Amiens Street, with the pilots being 0.6.0 117N in GNR black, but running with the blue tender off 191N. It is noted that by summer 1962, all passenger trains (bar the odd special) on the Derry Road were AEC railcars, except the Derry - Strabane & Omagh locals which were ex-GN Railcar "A", now UTA 101. A rare visitor one day was Jeep No. 55 due to a railcar failure. The "Jeeps" rarely ventured onto the Derry road, and never regularly. As if the closure mania wasn't enough so far, now Andrews announced another 23 branches and marginal routes as being listed for closure. The North Kerry was one significant one, in terms of passenger trains, other branches would close completely. By now, it was noted that passenger trains Tralee - Limerick were all AEC sets, with the same sets providing the Limerick - Athenry - Claremorris - Sligo services. Sligo was railcar heaven (as it is now....!) with AECs monopolising Dublin services too. The new G class all entered traffic in black'n'tan (NB: NOT green as on G611 now; none of these locos ever turned a wheel in green). G611 was on the Foynes mixed based in Limerick, the only passenger use of this class apart from Loughrea. G613 was shunting Kingsbridge, and G614 at Dundalk. G615 was based at Grand Canal Street as the Liffey Junction pilot (!!! WHAT would it be able to PILOT!)?. It seems that G612 was spare. G613 would later go to Loughrea. It was reported that the original trio would be fitted with vacuum brakes. They never were. Meanwhile, B110 became the first of its class to become black'n'tan. During the spring and summer of 1962, numerous specials were operated in connection with various sporting events. It seems that all were either hauled by A class locos, including one from Belfast, or AEC cars. Three more J15s had been refurbished, however, and with more railcars seemingly needed in Dublin, a "C" would take over (for a while) the long Sligo to Limerick trains. I wonder were they ever on time! A "C" also worked the Nenagh branch, as the Sligo railcar continued to be reported as unreliable. The reality, in retrospect, seems to be that despite Inchicore's long history of diversity of classes in the steam era, anything diesel that wasn't standard was not properly looked after. The GN diesel, K801, the Sligo railcar, and the G class, were all things reported as unreliable and troublesome by Inchicore for all the time they had them. In fact, they were all of tried, tested and highly reliable types used elsewhere. CIE clearly had no interest in them, and blamed the disinterest (or failings of fitters) in the excuse that these beasts weren't any good. The summer timetable had all NCC passenger services as MPD railcars, bar two Larne line workings and one Ballymena - Antrim local. An increase of services on the Derry Road meant that now one extra service was steam, with everything else AEC and BUT cars. Steam, of course, had control of all UTA goods. Jeeps on the NCC, with W class and a few GN locos on the ex-GN section. Other Jeeps were on various local duties on the Belfast - Portadown line. A two-coach AEC set was now working the Thurles - Clonmel passenger train, with various J15s operating the goods, including the elderly unrebuilt 162, which was stationed at Clonmel. Other J15s were still to be seen, mostly on pilot work, in this general area. Kilkenny had a "C" for the Castlecomer line and for pilot work, though, and a "C" was in use on Limerick - Waterford goods trains, while a three-car AEC managed passengers. The 141 class were being delivered in autumn, and the last arrivals were scheduled for December. 1963 would see their introduction into traffic. Inchicore had built its last complete wooden framed coaches. It was announced that an order had been placed with Cravens of Sheffield.....need I add more? 1962 would be the last year with neither Cravens nor 141s; both would appear in 1963, even as the very last steam engines breathed their last. CIE's last new laminates were complete and in traffic - these were composites 2176-9. MGWR 0.6.0 599 had now also made history. It emerged from a major refurbishment from Limerick Works in August 1962 - Limerick would never again overhaul a steam engine. Cork continued, though, with DSER 461 receiving attention there. The last serviceable "Woolwich" 2.6.0 set sail from Cork, picking up a J15 and J18 (both withdrawn) at Portarlington, en route to Mullingar. All three would be scrapped there, along with another half dozen locos. GNR 132 and 207 "Boyne" were, however, on trial train duty at Inchicore and made several forays to Port Laoise in this guise. The All-Ireland final saw specials headed by A class primarily, but UTA 4.4.0 62 had one, and two others were in the hands of B101s. A "W" class 2.6.0 had one from Derry (Foyle Road). A B121 appeared from Galway. Elsewhere, B129 had a special for the ex-US President Eisenhower. The whole train was freshly painted black'n'tan. Mention of this, and the famous derailment of E421 on a trial run, shows up also what was generally running on the main line. AEC cars were no longer monopolising all main line passenger routes - the new "Yanks", plus "A" class locos and (further south) B101s were making their presence known. Meanwhile, the AEC cars, many having been heavily worked, were converging on Dublin where they would now become more and more the staple of Dublin suburban services. That said, their main days were still far from over. The UTA "Enterprise" remained primarily AEC or BUT railcars, but in the summer when it was heavy, a "W" class 2.6.0 was used once, with ex-GNR 4.4.0 No. 58 used on other occasions. Ex-GNR 0.6.0 No. 47 was still bumbling about and would appear on occasional passenger specials - I remember it well myself. "Jeep" 55 had a complete "deep" overhaul, as did GN 4.4.0 No. 66. Summer traffic on the NCC, however, saw some trains double headed by Jeeps; the next few years would be their swansong. A GNR 0.6.0 shunted York Road too. One special saw GN 4.4.0s on train out of Foyle Road; No. 60 as far as Strabane, and 63 after that. It was the August bank holiday weekend, so traffic was heavier than usual, therefore the down train which was crossed at Beragh also was steam hauled, by another GN 4.4.0. On Orangemen's days, the following locos were on specials: 4.4.0 No. 62, 4.4.0 No. 60, 0.6.0 No. 47, 0.6.0 Nos. 44 & 45, 0.6.0 No. 49 (which I also remember well) and a seven car BUT set. By mid summer, passenger services on the Derry road were again almost entirely AEC and BUT sets. Meanwhile, the GNR "DIrector's Saloon" No. 50 was now in UTA green. I saw it like that on the official last steam train from Belfast to Dublin. As 1963 closes, a memory. jhb171Senior had some railway business to do at Lisburn. I was told to "wait there and don't move until I come back" at the bottom of the footbridge. I watched a steam engine in the Antrim bay. I don't think it was on a passenger train - possibly a ballast - but I now know it was 0.6.0 No. 47 or 49. I also recall being told to sit tight in the car in Portadown station car park. I could see the smoke from trains over the buildings. And, in the space beside me in the car park, an elderly woman fell on the ground as she got out of a car......... Now; it's half past eleven and I've to get up in the morning to go to Thailand for two weeks, as one must. So 1963 will have to await my return. Good luck to yiz in the meantime! ________________________________________________________________________________________________________________________________________________________________________________________________________________________________

1961 Onwards into 1961, and the northern government is practically in hysterics about closing every inch of railway they have, while Todd Andrews continues to work his destructive magic on CIE, albeit to nothing remotely like the harmful extent of William Craig in the north. An "A" class has made it to Warrenpoint, even as 11 NCC locomotives (W & WT class) are transferred by the UTA onto the GN section, and 466 (a Bandon Tank) has been transferred to Broadstone to shunt the Dublin area. GN 4.4.0s are appearing on Amiens St. - Greystones trains, and will occasionally shunt Dun Laoghaire's sidings. January 3rd sees the first two 121s appearing at Dublin Port. These are B124 and B126. More tin vans are entering traffic, the latest being 3148-52. No less than 40 new 30 ton guard's vans are being built, half with vacuum. For modellers, it would be the advent of these which virtually wiped out ex-GN and ex-GS guard's vans from CIE. A point on guards vans in general: models frequently depict these with white roofs, which is incorrect, as is the Whitehead-inspired cream painted balcony insides. These should be grey. Guard's vans were usually painted cream, or cream upper and brown lower, INSIDE the van, but never, ever, on the insides of balconies as per "Ivan". On 11th December 1960, the UTA did a speed trial between Amiens Street and Belfast in one hour and 57 minutes. Almost sixty years later, despite eye-watering amounts of money spent on modern track and signalling, and less traffic overall, the "Enterprise" takes a lot longer. jhb171Senior often mentioned (as a retired PW Civil Engineer with vast experience), that it is utterly pointless spending huge amounts on track, when it will not be properly maintained after that. Modern machines do not, in his opinion, do the job that gangs of men did in the past. One might assign that to the thoughts of an "oul wan", in his dotage and out of touch with the modern world, but the proof is there: in the past, jointed track carrying much heavier traffic, and the stamping ground of steam engines, lasted a lot longer than modern track, with endless expensive yellow machines producing enough "data" to clog any memory stick. Back to the sensible days of 1961. I recently commented on the absolute necessity for a RTR "AEC" set - or at the least, the certain necessity of having at least one such set on ANY layout of ANY Irish railway bar the NCC between 1950 and the early 1970s. Perusal of train operations over 1960-2 show a very clear pattern, in which roughly half of ALL passenger trains on all of the above-mentioned lines (GNR / UTA (GN), all CIE) are AEC sets. The rest are largely diesel locomotives. In the north, obviously, there aren't any diesels, nor will there be until the three 101s make their debut in 1970 - but on CIE, steam is now rare, and largely confined to shunting and goods. Steam still looks after the Loughrea and Ballinrobe and Ballaghaderreen branches, but even Loughrea will become the stamping ground of the G class within a year. Several trains of condemned steam engines are being taken from places where they've been lying out of use for years, e.g. Ashtown, where among the discarded relics even a D16 ("Achill Bogie") No. 523, slumbers among the brambles. Destinations are Dundalk or Inchicore for scrapping. Among the closures are West Clare and Tramore. The former has just three railcars (the fourth is in Inchicore; it's refurb will be terminated half way through); and the main up and down trains of the day consist of one of the "F" class diesels plus all three railcar trailers and the solitary C & L coach No. 1, plus an ex-Dingle passenger brake. That's the lot. Tramore has three AEC cars plus two Park Royals (1407/8), one fitted with push-pull and a window for the driver in one end. The Tramore line contains no other stock whatsoever. An aside: for a "shelf" or "fiddle" layout, a modern Tramore is perfect. Two small termini and half a dozen items of stock. Had the line survived, we might reasonably assume that today the entire line would be operated on the "one engine in steam" principle by no more than two two-car 2600 sets. Indeed, the two "bubble cars" might have found a use there - this pair plus one more 2-coach 2700 set. As they say at exam time, "discuss". What would have operated there in between AEC time and the mid-90s is another story; possibly a pair of 121s and 3 or 4 Mk 3 PP coaches might have ended up there! On the UTA, BUT car 122 has been the first to receive the new UTA crest. However, within months virtually everything on the UTA has both this (in place of the "red hand" thing), plus "wasp" stripes. For modellers, an important detail is that the red / straw / red lining on passenger stock (NOT straw only), was applied only to loco-hauled stock. All railcars were plain green. Given the UTA's strongly anti-rail policy, the Portrush branch was closed during winter months for several years at this time. jhb171Senior often mentioned that they were absolutely hell-bent on closing it permanently, and selling Portrush station as soon as humanly possible to prevent the railway ever operating into there again. Thankfully, sense prevailed. It's busier now than it's ever been in its life. Tramore would have been the same! So would Queen's Quay to Comber, and almost certainly Derry to Strabane. There's huge traffic between Derry and Buncrana - Luas, anyone? Meanwhile in Cork..... the majestic and underrated by modellers 400 class no. 402 is reduced to shuttling beet wagons to Mallow! GNR 0.6.0 158 is working Dun Laoghaire pier trains regularly, a duty which will also see a rare visit of a dirty blue U class 4.4.0; by now, as one of a number of GNR locos based at Broadstone (including the last 4.4.2T) it regularly works the Dublin - Clonsilla - Navan - Kingscourt goods. It is also spotted on a trial run with a long train of brand new 30T brake vans to Portarlington and back. By April 1961, the 121 class are out on trial runs to Monasterevan, Mullingar and Drogheda. On 20th February, the first ever working of a 121 was one on the 07:25 Amiens Street to Dundalk passenger and return. While the number is unknown, it is recorded that B133 was the second one to get out and about - on the same day she set off light to Mullingar to test the new Manson staff snatchers. On 22nd, a 121 entered traffic on the down Galway train. Thus, note for modellers: we may say that before after February 1961 represents the dates when it is, or is not, authentic to include one in a layout setting! (I'm all right - I'm 1955-65!) By St Patrick's Day 1961, the day of that ill-fated epic journey of delays with an enthusiasts's special to West Cork, B133 took on the "Enterprise" - the first foray of a 121 into Belfast. These locos at this stage haven't operated in traffic on the Cork line - passenger trains are largely AEC cars and "A" class haulage - and they haven't seen a goods train yet. Over a few weeks, no less than 46 steam engines have been hauled away for scrap. The Sligo Leitrim railcar has been trialled in traffic on the Loughrea branch. On the last day of the West Cork, the normal three-coach AEC set has an elderly GSWR coach inserted into it as an extra vehicle. By then, while all main line services were AEC sets, there were always still a few very venerable old carriages kicking about in Albert Quay, typically used on Courtmac excursions. West Cork's last day saw C's out and about on branch and goods service, with C212 on the Clonakilty line and C216 on the Baltimore line. Ex-GSWR 4.4.0 No. 301 was now the only loco of that wheel arrangement in traffic, bar one or two ex-GN types in Dublin. On the West Clare's last day, F501 and F503 did the honours. By 8th April. Broadstone Shed closed. Its last inhabitants were four GNR engines (one 2.4.2T, one 4.4.0 and two 0.6.0s), a J26 0.6.0T, four J15s, and six others of various types. Now, Amiens St. was the last steam shed on CIE. By the end of April, while the "Enterprise" is primarily AEC cars, a B121 class is regularly on the 11:00 down and return. The UTA would reduce the train service on the Warrenpoint line to just one (useless) return a day.K801, now in CIE green, was reported operating Cobh locals. All DSER and Galway main line trains were AEC cars. B101s monopolised the Mallow - Waterford line, and put in an occasional run on the North Wexford and the North Kerry, while the "A" class were all over the main line to Cork, and the South Kerry. A GNR 2.4.2T (the last one) was now transferred to Inchicore from Broadstone and was station pilot at Kingsbridge. It was quite remarkable to note that B1a class 801 was retubed as late as June 1961, for the large IRRS / SLS / RCTS all-Ireland steam tour. By now, 802 had been scrapped and 800 was stored out of use in Thurles. No less than FIVE steam engines, however, were under repair in Limerick; 151, 172, 262, 574 and 583. Three others were receiving light repairs there too. Ex-GNR No. 85 "Merlin" was returned to traffic in May 1961, but apart from doing pilot duty at Dundalk, had only worked two Dundalk - Dublin locals. An ex-MGWR "J18" 0.6.0 was going round the houses with the weedspray. New CIE dining cars (2400 series) are reported as having upholstery in red, blue and turquoise. Carpets were "charcoal and yellow". Summer 1961 - and the only REGULAR steam anywhere on CIE is the Thurles-Clonmel goods, and the Ballaghaderreen and Loughrea lines. The Sligo railcar has now been taken from its very short lived spell at Loughrea, to the Nenagh branch. It is now in CIE green, with a black roof. The first ever visit of a B121 to Portrush (have there ever been any others??) took place in the summer, when B121 itself took four bogies there on an excursion. It couldn't turn there, reason not given, but the turntable was likely in poor order, so it returned CAB FIRST as far as LISBURN! But with no diesels, the UTA was continuing to shop steam engines - with two ex-GN and two ex-NCC being treated, and three more in line. Nos. 72 and 84, the last two NCC "Scotch engines", were at Adelaide for sale - the last of this class in use, though they had been out of use for a while. The NCC was now almost totally the preserve of the motley collection of MPD railcars, and "Jeep" 2.6.4Ts. Several "W" class 2.6.0s were now working goods on the Derry Road, along with ex-GN types and (of course) AEC railcars on passenger. Passenger diagrams on the Derry Road show nine sets in use - three steam and six AEC railcars. Locals between Belfast, Lisburn and Portadown see the odd GNR 0.6.0, but are mainly AECs. By summer 1961, all the UTA's ex-GNR railcars (AEC and BUT) have been repainted in UTA green. In Inchicore, the season had seen the works build no less than 200 "H" vans, 20 goods brake vans, 14 laminate carriages, and 5 "hot water bottle" tin (heating) vans. meanwhile, Maybach had agreed to supply 14 engines for the "E" class shunters, currently on the production line. EXPERIMENTAL LIVERY While a new livery of red and cream for culchie buses, and navy and cream for jackeen buses, had been trialled, it was now reported that a new livery was being tested on railway vehicles. For years, CIE and the IRRS Journal would doggedly refer to this as "golden brown" or even "brown", black and white; as we know, it was anything but. Granted, it wasn't quite "orange" but it would be more accurate to call it a browny orange, than an orangey brown... however, in this instance the IRN also referred to it thus! Irrespective of the description, we see by summer 1961, that A6 has it, along with two laminates, two tin vans, and two heating vans. It would be well into 1962 before this new livery made any great inroads into the land of green stations, green locomotives, green carriages and grey wagons; the "grey/green era" in its Indian summer. Having been retubed, 801 "Macha" was still regularly in use on Cork - Limerick Junction goods trains. Externally, it was very shabby looking. Four ex-GNR 4.4.0s including 207 "Boyne" would appear from time to time on Inchicore to Portarlington trial trains of new or refurbished stock. The other ex-GNR beast in traffic, the diesel K801, was again out of traffic (and in fact, would rarely work again), and two Bandon Tanks were substituting on the Cobh line. I'm pretty sure one of these was painted black by this stage. Several ex-GNR AEC cars were noted among CIE ones on the Sligo line. AEC sets were the standard accommodation on this line by now. Other ex-GN BUT double-ended cars were being converted to powered intermediates. These were now being noted on AEC expresses on the Cork line. By autumn, B121 types had taken over some Cork workings, which in the recent past had been shared by AEC sets and "A" class haulage. But they were still not passed for goods anywhere. On 30th July 1961, it was a big day for the GAA in Limerick. Without delving into the fascinating narrative of what happened all day, it is worth picking out what haulage was on the specials. AEC trains of six cars operated, plus "A" classes on other trains - no steam. One special (from Blarney (Mainline) had A17 with no less than sixteen 6-wheelers, one old bogie and a (modern) tin van. By now, few of these were in traffic anywhere except for the reserve stock of them held in Cork, mostly for summer Youghal excursions. As an aside, it's worth mentioning that no passenger-carrying six-wheelers ever became black'n'tan, though about four full passenger brakes (all of GSWR parentage) did. CIE, as well as the UTA, were still using AEC sets on some cross-border services. However, as far as CIE was concerned, diesel locos were more to the fore on this service. The summer of 1961 was the forst time that even on the NCC, with no diesel locos at all, steam was little to be seen, even with peak summer traffic. Almost all was MPD cars. Seven "WT" and six "W" class ex-NCC steam engines were in use, but mostly on the GNR section, where the W class were working Derry goods trains quite often. "Jeeps", on the other hand, seem to be almost totally on Belfast - Portadown. Weight restrictions kept the W class off Derry passenger trains, which were eithet AEC railcars or hauled by a dwindling band of ex-GNR U and UG class. 7 specials ran off the GNR onto the Bangor line - three of AEC sets and one with an "A" class - possibly the first visit of one of these to Bangor? Steam operated another three. Orangemen's events at Lurgan produced an interesting day, with sixteen specials from Belfast. A Bangor line MED set did one, ex-GNR "VS" class 4.4.0s 58 and 59 did one each, and the other thirteen were AEC cars. Another MED set ran as far as Lisburn. By the autumn, only a single NCC section passenger working was regularly steam - the 07:00 York Road to Antrim and return. NCC goods services, obviously, remained steam - one must assume Jeeps were in use on this. One interesting working the following day saw blue U class No. 68 leaving Bangor with a train of "flat sided coaches". These would have been elderly Belfast & Northern Counties non-corridor stock - few of these would still have been in use by this time. By autumn, a "Jeep" had reached Warrenpoint with an excursion. Passenger workings into here were mostly diesel, of course, with the old Gardner GN railcars "D", "E", "F" and "G" (now renumbered 101 upwards by the UTA, and in green) taking turns. By the onset of the winter, the now-familiar black and white tiles in station concourses made their first appearance in Limerick. Many other stations were now being modernised, and repainted in schemes away from the time-honoured dark green and cream. After just a few years of this, the all-encompassing white, black and several grey shades would become universal on CIE (and very tidy it always looked). On 3rd December, the first trial of double heading the B121 class occurred, across the Shannon bridge at Athlone. One ex-GN AEC car was recently turned out (December 1962) in the new black'n'tan. It was painted in Dundalk Works; how many other vehicles* - if any - were thus painted here? Shortly afterwards, the works would leave railway ownership.... It had now been decided that this should be the new livery, and several other vehicles had received it in Inchicore. By autumn 1962 this livery would begin to be seen everywhere, though green locos and stock would be about for a few more years. I think the last green stock seen was about 1967. (* apart from the Dutch heating Vans, which would be built here).... GSR Dining Car 2401 was noted alternating on the CIE Enterprise with ex-GNR diner 401. The seven new G class appeared in December 1961 - though one of the earlier trio was reported out of use! The reality was that these locos arrived after there had ceased to be any clear rationale for having them. On 23rd October, a six-car AEC set carrying De Valera to Killarney, became the first complete train to run in the black'n'tan, which would in various guises be the standard set of colours used for the rest of the century and beyond. As the year closed, ex-GN 85 is retubed, NCC 104, the last "W" class 2.6.0 on the NCC, has been shifted to the GNR, and two ex-GNR 4.4.0s are spotted on trains of turkeys for Christmas at Athlone! And that was 1961.

After re-engining, the majority appeared like this. However, something like a dozen or so got the high tan band like A39R.