jhb171achill

If that’s a pic which I posted here a few years ago, it was taken at Antrim in 1978 or thereabouts. Those wagons were very much standard opens, cut down by NIR as you say, and “NIR” painted over the faded “U T”. I’d say many standard off-the-shelf designs would suffice.

NIR never used the “day-glo”; all semaphores remained (in a few cases badly faded) ordinary red until replaced by colour lights. As far as I’m aware the first use on CIE was experimental about 1968/9. I remember jhb171Snr getting a sample of it about then. Maybe 1970.

I received said missive and perused it. A veritable cornucopia of shtuff, some even in the right liveries.....! All credit for variety and rarity value, and low price, to be fair. And some interesting 0 gauge - a rare thing in the Irish market.

When my grandfather was in Inchicore, regular visits between Inchicore, Dundalk, Swindon and Derby took place. Seniorx2 attended Derby more than once and received guests from there too. This would been later, in the 1915-30 period, I would guess in his case.

The word from jhb171seniorx2 was exactly this, and he was involved with the design work for their rebuilds. The J15 was a superb, simple, efficient and highly versatile design. No surprise that it was, even in older designs only, by light years the most numerous type of steam locomotive that Ireland ever had.

Now that looks REALLY good!

A new one to me - wow! I knew about the MPD cars.... is the implication here that in an AEC car, there was some sort of thing inside the guards compartment that swung outside at the relevant moment? I was basing my post that I’m 99% sure they didn’t have them, in reference to the idea of one externally, and thus visibly fitted. The above would solve the mystery. Nothing external, as I thought, but an internal one to do the job.

I'm pretty sure. 99.99%, that no AEC car ever had a tablet catcher. If there was one, I'd say it is a short lived one-off experiment. They'd have to attach it to what was actually a much lighter carriage body panel, much lighter than a loco side. Snatching at speed would probably tear the panel off.......

That looks really good! Keep it up......!

Preserved A class: A55 - static, Castlerea, Co Roscommon. Hells Kitchen Railway Museum. A3 - ITG owned, in storage, close to running order. A15 - ITG owned, in storage unrestored. A39 - ITG owned, close to running order, restored at Downpatrick. Others all scrapped.

Really great job, Galteemore!

I've seen much of his stuff and its very interesting. As said, many of his pictures have been published over the years. Let us hope that the new owner will allow the collection to remain accessible by the public, rather than secreted away like some collections. The late Richard Casserley was always very helpful to researchers.

Beware of the "agents"!

Not necessarily. No reason to doubt it, of course, but the Railway Signal Company’s products were used all over Britain too, and their “empire”. I saw such stuff still in use in Myanmar In February.

Precisely, totally, exactly what I will be trying to recreate. Same period. In your scenario, if you even push it out to 1964/5, you can include an occasional brand new Craven or 141, and obviously even in 1963, black'n'tan carriages are just starting to appear. In your scenario, old GSWR stock, Bredins, laminates of various types and Park Royals will be interspersed with much (if not most) of a myriad of old GNR types, variously in brown, navy & cream, CIE green in black'n'tan, while the odd laminate is still very dirty "silver". You've old GNR parcel vans in brown or green, and brand new CIE "tin vans", and even an occasional old GSWR 6-wheeled full brake all possible. My own scenario is based somewhere in the "Deep South" - maybe Waterford, Co. Cork or Kerry, so ex-GNR stock while possible is less likely. About 1959/60 an old wooden brown GNR coach appeared on the West Cork system briefly. I might eventually have a green or black'n'tan K15......

Ed The so-called "pairs" went well back before IE times. I recall the first time I saw a 121 in the new "Supertrain" livery - it was a Cork train about to leave Heuston (what's now Platform 5) in 1972. Up front was a pair of pristine newly-painted 121s. Pairs of 141s were to be seen on main lines in the 1960s too - while I never saw a paired 121 at that time, I'm sure it happened if it did with 141s. I recall the goods passing through Lisburn with a pair of 141s on more than one occasion about 1968/9 or so.

The roof profile certainly looks DSER - a bit steep for GSWR, I would have thought though maybe it's the angle? The wide chassis also might add to this, though other examples existed. Might this coach be one of the two that Ernie Shepherd mentioned? CIE do seem, though, to have started to eliminate DSER coaches with indecent haste - even by 1950 their ranks were well thinned. Photos of the Harcourt Street line pre-AEC railcars show up numerous GSWR & MGWR types.

I will be doing book sales on the May tour. If anyone wants to turn up at Connolly on the morning of the Friday diesel trip, your contributions would be very welcome indeed.

Ah! I misread it....thought it was €266.....

I think it's off a staff machine inside a signal cabin. Not 100% but I remember seeing some sort of brass plaque about that size on a tablet instrument on one of the occasions I was dragged into signal cabins by jhbSnr in the 1960s.

In the above, and in general, a column heading "D E" meant a diesel locomotive of A, B101 or C class. In the case of West Cork, this would be "C" - the other two classes never set foot there in service, though an "A" did a trial run light once. "D T" means "Diesel train", which meant an AEC railcar set. A column headed "J" meant a J15 steam engine or, on the Midland (e.g. the Ballaghaderreen branch) a J18. A column with nothing at the top could be anything, steam or diesel. On the West Clare, "D T" meant a Walker railcar.

They led extremely limited lives! Crews who worked them reported them to be exceptionally uncomfortable to work in, with a very cramped cab, things you'd be knocking your knees or elbows against, no heating, poor brakes and poor visibility. A shunter's nightmare. Their range was basically Heuston to North Wall, and shunting Inchicore and Heuston yards. On a layout, they'd be best suited to a model of either, or perhaps shunting an imaginary industrial site like the North City Mills sidings or something like it. Any time I saw them, they were awaiting attention of some sort, or out of use, at Inchicore.

In planning layouts in the past, and in particular the current one, Dugort Harbour, if I seek realism I consult old timetables to see what exactly would have strutted the rails in the chosen (or imaginary) location. Here are a few extracts from the winter 1960/1 WTT which shows the West Cork and West Clare systems. Perusal of these shows what was where, and when - indicating, for example, that three railcars plus one loco for goods were required to operate the West Clare, and in West Cork you'd need a branch set for Skibbereen, a coach based down there for Baltimore, plus the railcar which did what was then the main line, Cork (Albert Quay) to Bantry. Add to this the comings and goings over the Cork City Railway, and the notice of what pilot engines were required at Albert Quay, and at what hours, and it's clear quite soon how many "C" class locos (or No. 90 to shunt) were required. Nerdy I know; this is me. But to some, hopefully, interesting. WTT extracts below:

I've an idea that GNR "P" van in CIE livery was unique. The UTA painted several green, and even NIR managed to inherit at least two, being painted into their all-over maroon. "P" vans, by their appearance in any livery, see, never, ever to have been cleaned - I don't recall ever seeing a picture of one in anything other than a liberal coating of general grime and caked brake-dust! This one's no exception. There's one at Whitehead - or was - on which the NIR markings may still be made out. CIE didn't keep too many ex-GNR vans, as at the time the GNR was split between them and the UTA, they were churning out new "tin" vans at a rate of knots. The closure of much of the GN didn't help their survival. Many ex-GN vehicles of all types which came into CIE ownership never turned a wheel again and were scrapped quite soon. And look to the left of the "P" van! The end of that coach....got to be one of the last surviving DSER vehicles in traffic!

Here's another idea. There was at one time a proposal to build a branch from Ballina to Crossmolina. Nothing came of it, obviously, but say it did? You've a 1990s Ballina which hosts multiple goods trains (sorry, "liners"), and three separate varieties of passenger train. There's a one-a-day Castle Kerry to Dublin through service. Cue a Mk 2 set with an 071 or 201. Then there's the connection into the Westport trains consisting of a 141 plus two Cravens and a van, based in Castle Kerry. Finally, the 121 + Mk3 Push-Pull set based in Castle Kerry for the (equivalent of) Crossmolina branch.... Goods might be fertiliser (when IRM's wagons are ready), cement, containers and Guinness.... Loads of scope there while maintaining credibility.