Irish Railway Rover by TransportTreasuryPublishing

The author was uniquely placed to witness the closing years before regeneration changed so much. The rare privilege of all-Ireland footplate passes led to an estimated 80,000 miles of footplate travel between 1982 and 1995. During his extensive wanderings, Michael met and made friends with many railwaymen of all grades from permanent way gangs, workshop engineers, signalmen, train crews and management. In this book he shares around ninety pictures from his immense collection to provide a fitting tribute to these railwaymen and the railway of a now bygone age. £17.50

Irish Rail Rover Part 1 Cover V1.indd 1

ISBN 978-1-913893-41-5

McMahon

This period of momentous change saw the traditional infrastructure of mechanical signalling, travelling post offices, steam heating, goods train services, and 19th Century station buildings, etc progressively give way to the utilitarian, electronic era. Train formations and their operation also changed beyond recognition as the traditional locomotive and carriage formation gave way to anonymous multiple unit operation.

Irish Railway Rover Part 1

This is a personal photographic memoir drawn from thirty years of observation, starting in 1975, during what are now regarded as the ‘museum years’ of post-steam Irish Railways.

Irish Railway Rover Part 1

Michael McMahon 23/08/2023 10:09:38

Irish Railway Rover Part 1

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© Images and text Michael McMahon. Design The Transport Treasury 2023. ISBN 978-1-913893-41-5 First Published in 2023 by Transport Treasury Publishing Ltd. 16 Highworth Close, High Wycombe HP13 7PJ Totem Publishing, an imprint of Transport Treasury Publishing. The copyright holders hereby give notice that all rights to this work are reserved. Aside from brief passages for the purpose of review, no part of this work may be reproduced, copied by electronic or other means, or otherwise stored in any information storage and retrieval system without written permission from the Publisher. This includes the illustrations herein which shall remain the copyright of the copyright holder. www.ttpublishing.co.uk Printed in Taxien, Malta by Guttenberg Press Ltd. Front cover - No. 048 brings a well-laden beet train past the port at Belview between the Barrow Bridge and Waterford on Tuesday 23 November 1993. One of the two port cranes pictured here was severely damaged by high winds on 28 October 1996 and was not replaced. The manually operated level crossing, pictured at the extreme left, controlled entry to the port and was later replaced by automatic barriers which greatly reduced delays to road traffic. Frontispiece - Thursday 23 June 1988 and No. 052 is arriving at Edgeworthstown (Mostrim) [milepost 67¾ on the ex-Midland Great Western Railway route from Dublin Connolly to Sligo] with the 13.30 hrs Down service where it will cross with No. 022 at the head of the corresponding Up 13.35 hrs from Sligo. The Up train of (empty) oil tankers headed by No. 021 (just visible in the right far distance beyond the starter signal) which is stabled in the Up headshunt at the Dublin end of the station had left Sligo at 09.40 hrs with a locally-based crew. Another crew from Dublin, travelling on No. 052’s service, will work the oil empties through to Dublin, North Wall. From there, port tractors will move the wagons in batches along Alexander Road to the Esso terminal for loading. Rear cover - Low sun at the fuelling point in Limerick on the evening of Wednesday 25 June 1992. A fueller here once remarked to me ‘we do liquid engineering here, fuel, oil and water and back out on the road!’ Locomotives presented included (left to right) Nos. 172, 078, and 142. No. 078 had recently arrived with the 17.40 hrs from Dublin and will return to Heuston in the following morning with the 07.00 hrs departure. That journey will make use of the direct curve at Limerick Junction thereby avoiding any of the reversing gymnastics for which ‘the Junction’ was famous throughout the island of Ireland. ‘Irish Railway Rover’ is one of a series of books on specialist transport subjects published in strictly limited numbers and produced under the Totem Publishing imprint available from The Transport Treasury. 2

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Contents

Irish locomotive classifications

Limerick area

Troublesome locomotives

Permanent Way & Civil Engineering

Sugar beet 24

Push-Pull 30

Day Mails 38

Night Mails 44

Cement traffic

Trains crossing 62

10.

Unusual happenings 74

Introduction

his personal memoir recalls nearly forty years during which most of my spare time was devoted to observing and photographing the railways of Ireland. I started my railway photography in 1975, helped by the use of my school darkroom in Co. Tyrone, and until 1982, images were a mix of black and white and colour film prints. Thereafter I worked solely with colour slides until this mode finally yielded to the digital era. I was very likely one of the last Irish railway photographers exclusively working with colour transparencies, until I withdrew from railway photography on the advent of railcars and the loss of freight traffic.

There were three main phases of diesel power on the railways of Ireland: 1. Early individual pioneer units, a mix of small classes of locomotives, and quite successful railcar fleets from commercial manufacturers plus vehicles developed by the Ulster Transport Authority..

2. Larger fleets of locomotives, from Sulzer, Metropolitan-Vickers and most importantly General Motors while Northern Ireland Railways maximised use of their 70 and 80 class railcars. 3. Limited use of locomotives in Push-Pull formations and a resurgence of the railcar, this time from Construcciones y Auxilar de Ferrocarriles, Alsthom and Rotem. My period of photography mainly coincided with the mid-phase as described above, and for that reason the earlier classes are excluded although a few stragglers among the Sulzer B Class and Inchicore E class shunters were still around during my black-and-white days. In many ways my withdrawal from railway photography was appropriate. I was fortunate to enjoy the railway network’s closing ‘museum years’ typified by locomotive and carriage formations, mechanical signalling, steam 3

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heating, travelling post offices and freight trains. In those days many of the station buildings remained intact from the days of steam. Picturesque as Corás Iompair Eireann was, the museum atmosphere was directly related to financial circumstance, there being an official reluctance to inject overdue capital for modernisation. A spate of derailments and other accidents brought belated Governmental recognition that underinvestment was both a false and dangerous economy. The investment that followed changed the character of the system with modern signalling, much simplified track layouts, new characterless rolling stock and, to widespread regret, the advance of the bus shelter school of railway architecture – on both sides of the Border. These changes were paralleled by the encroachment of health and safety regulations that have restricted the enthusiast’s means of access to the railway, most importantly and rightly with regard to trespass. Study of a number of views in these books will reveal that they were only possible by ‘being well inside the fence’ so a word of explanation is warranted. Early photography was limited to stations and the line-side, until I started to use the Rail Runabout, Rambler and Rover tickets. The use of a ‘big ticket’ at least twice a year to an extent far beyond anything that CIE could have imagined was thoroughly enjoyable, but gruelling. All I needed after every two-week ticket was a good rest! The scope and diversity of my railway photography changed immeasurably through my involvement in railway societies. Serving initially on the operations committee of the Railway Preservation Society of Ireland (RPSI), I later became Operations Officer (Northern), as well as Chairman of the Modern Railway Society of Ireland (MRSI). Both organisations promote rail tours throughout the island of Ireland with

both steam and diesel power. The time-consuming management of these events demanded close liaison and harmonious relations with railway personnel in different technical disciplines, and at varying seniority levels. The enthusiasm of the Societies’ officers to make these events a success was complimented by high levels of help and commitment extended by professional railwaymen. They were anxious to promote their railways, and on many occasions we were treated almost like members of staff. Cross-Border co-operation was always excellent between the railway companies and sharing of timetabling was seamless. Working with the professionals in this fashion led to a footplate pass that allowed access well beyond everyday passenger trains combined with a ‘big ticket’. The ability to travel everywhere that enjoyed a train service, be it passenger, freight or mails, was a privilege that I exploited to the full by covering an estimated 80,000 footplate miles between 1982 and 1995. In the process I met and made friends with innumerable railwaymen at stations, on trains and in signal cabins, exchanging news and views, and listening to stories from times past. A particularly cherished memory arose from talking to sorters on the TPO mail trains, requesting nice clean postmarks on slide films and letters that I was posting. Instead of being viewed with suspicion with my tripod and camera in the dark of night, I was invited on board and travelled with them between Moate and Mullingar while they sorted the mails from Galway. The texture of the railway has changed beyond recognition since the years surveyed, but the character and stature of railwaymen has remained steadfast. I hope that many of those whom I met on my travels as well as the enthusiast community at large will enjoy the result. Michael McMahon Collon, Co. Louth, Ireland

Irish locomotive classifications

or those unfamiliar with Irish locomotive classifications, the following tables are provided from which it will be apparent that some class designations and running numbers were re-used

Corás Iompair Eireann : In 1956 CIE commenced identification of diesel locomotive stock by class letter and running number but use of the former was discontinued in 1973. Thereafter, all locomotives carried only a three digit number.

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Class

W.A.

Built

Builder

Original Nos.

Stopped

Comments

Co-Co

1955/ 6

A1-60 §

1995

‘R’ number suffix denoted uprated engine

A1A-A1A

1956/ 7

BRCW

B101-112

1978

B [121]

Bo-Bo

1960

GM-LG

B121-135

2003

B [141]

Bo-Bo

1962

GM-LG

B141-177

2010

B [181]

Bo-Bo

1966

GM-LG

B181-192

2009

C [201]

Bo-Bo

1966/ 7

C201-234

1986

D [301]

C [0-6-0]

1946

CIE

D301-305

1972

E [401]

C [0-6-0]

1957/ 8

CIE

E401-419

1979

E [421]

C [0-6-0]

1962/ 3

CIE

E421-434

1983

G [601]

B [0-4-0]

1956/ 7

G601-603

1972

G [611]

B [0-4-0]

1962

G611-617

1977

071

Co-Co

1976

GM-LG

071-088

201

Co-Co

1994/ 5

GM-O

201-234

Nos. 208/ 9 owned by NIR

Comments

Single cab, usually operated in multiple

‘B’ number prefix denoted re-engined [1969-80]

Most locomotives in classes 071/121/141/181 carried a suffix “S” and “A”. The former denoted a locomotive fitted with CAWS (continuous automatic warning system) while the latter identified twin air brakes for push-pull working. These S & A suffixes were discontinued once the whole fleet had been so fitted. Also CAWS was fitted to the A class, and these locomotives also sported the “S” suffix and one of this class (No. 029) was unsuccessfully trialled with air brakes. § On renumbering, Nos. A1-A60 became Nos. 001-060 in same order; prefixes for the other classes were also dropped.

Northern Ireland Railways Class

W.A.

Built

Builder

Original Nos.

Stopped

0-6-0

1969

1-3

1989

101

Bo-Bo

1970

BREL

101-3

1993

104

Bo-Bo

1956/ 7

104-9

1995

111

Co-Co

1980

GM-LG

111/ 2

Identical to CIE 071 Class

111

Co-Co

1984

GM-LG

113

Identical to CIE 071 Class

201

Co-Co

1994/ 5

GM-O

208 / 9

As for CIE 201 Class, numbered in CIE series

Purchased from CIE 1986 (their class C[201])

Space restrictions prevent inclusion of a map. Reference in need to Johnsons Atlas & Gazetteer of the Railways of Ireland (Midland Publishing, Leicester 1996) or Quail Railway Maps, No. 6 Ireland is recommended (The Quail Map Company, Exeter 2004). In 1996, CIE renamed fifteen of its main stations after Irish Patriots who had played prominent roles in the Independence movement. The most commonly used are three Dublin stations: Connolly [formerly Amiens Street], Pearse [Westland Row] and Heuston [Kingsbridge]. The other twelve are still known by their city/ town names. For example, Dundalk is better known as just that rather than “Clarke” which appears on station nameboards and tickets.

Selection of images from a collection of over 30,000 transparencies (all my own work) was a lengthy task. My personal preference has always been to record the unusual as well as the everyday scenes of railwaymen going about their normal duties, and I hope this mixture is suitably reflected. Writing captions and fact checking took even longer, but it provided immense enjoyment in learning so much more about the relevant circumstances and background. There are many more pictures in the collection! Details were checked by reference to the Journals of the Irish Railway Record Society, and the Irish Traction Group as well as the ever useful Irish Railfans News (1955-1973) and its younger cousin, Irish Railway News (1993-1999). Any errors in the text are entirely of my own making. Key to both tables: BRCW = Birmingham Railway Carriage & Wagon, Smethwick, Birmingham; BREL = British Rail Engineering Ltd, contractors for Hunslet Engine Co.; CIE = Corás Iompair Eireann, Inchicore, Dublin; EE = English Electric, Newton-le-Willows; GM-LG = General Motors, La Grange, Illinois, USA; GM-O = General Motors, London, Ontario, Canada; MF = Motorenfabrik Deutz, Köln, Germany; MV = Metropolitan-Vickers, Dukinfield, Manchester.

NB Throughout Ireland, the term ‘railcar’ refers to either a single or a multiple unit. 5

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Limerick area

I used to base myself more in the Limerick area than anywhere else in the Republic because there was so much variety and also easy access to the main line at Limerick Junction. Heaven forbid! – but if I was desperate to save time, there was a good bus service to Galway and Sligo that saved the long trek via Portarlington and Dublin. The Limerick control office staff upstairs in the main station building were always immensely helpful as were also drivers and signalmen. Mrs Murphy provided Bed & Breakfast across the road from the station. She was used to railway crews so never raised an eyebrow when told breakfast would not be needed as I was on the 07.00 hrs to Foynes in the morning!

No. 015 makes a spirited start from Limerick past the former oil siding on the right with the well-loaded 17.50 hrs service to Dublin Heuston on Sunday 25 June 1989. This train was normally rostered for an 071 Class locomotive so No. 015 would have to work hard up the main line from Limerick Junction on this train which made six station stops before reaching Dublin Heuston. Smart running was required to keep clear of the 18.05 hrs from Waterford and the non-stop 18.20 hrs from Cork. No. 015 was scheduled to arrive in Heuston at 20.25 hrs, the ex-Waterford service due at 20.35 hrs, and the Cork Express at 20.40 hrs. 6

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No. 188 passes Limerick Check Cabin with the 14.30 hrs to Limerick Junction on Monday 17 June 1991. (This photograph was taken from the top of the steps of the check cabin in the centre of the yard. This dated back to GS&WR days and was the point where trains paused for ticket checks in non-corridor coaching stock before arrival at the main platform.) Sister No. 170 can just be glimpsed on the left with the 13.55 hrs empty shale from the Castlemungret factory (4½ miles west of Limerick) to Kilmastulla siding near Birdhill. The shale train was in the siding for attention to a defective wagon brake. No. 192 is just visible in the background below Roxborough Road bridge, shunting blue palletised cement wagons.

With the break-up of CIE in 1987 and creation of Irish Rail, a new corporate livery was implemented during 1989/ 90. The premier colour adopted for station structures was blue, hardly one of the better paint schemes. No. 192 and clean train of a ‘Dutch van’ (built at the former GNRI works at Dundalk under licence from Werkspoor, Utrecht) plus two Park Royal coaches waits at Limerick for the ‘stampede’ of passengers (two if they were lucky) for the 15.30 hrs to Ballybrophy on Tuesday 18 June 1991. The black & white floor tiles were installed, mostly at CIE’s terminus stations, in the late 1960s to attempt a more modern appearance.

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The view from the Check Cabin as No. 072 speeds past with the 17.40 hrs from Heuston on Monday 6 July 1992. Empty shale wagons are stabled on the right and will form the next morning’s 08.15 hrs to Kilmastulla. Further to the right are sugar beet wagons in store awaiting attention at the nearby wagon works in preparation for the annual ‘beet campaign’ which will start the following October.

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Unusually, No. 132 arrives alone at Limerick Check Cabin with empty gypsum wagons from Castlemungret on Tuesday 22 June 1993. These wagons were scheduled to leave Limerick at 17.00 hrs and run via the ‘Direct Curve’ at Limerick Junction to Holyhead Yard at Dublin North Wall, and then on to Drogheda, due at 23.30 hrs. The empty train would leave Drogheda the following morning at 05.30 hrs via Navan to Kingscourt for loading and then return to Limerick. Use of a single 121 from Castlemungret was an exceedingly rare event. Earlier that day No. 132 was paired with a Class 141 locomotive on a train of ‘blues’ (i.e. palletised cement wagons) out to the factory. There, the pair was separated to work back at the head of two separate trains. Behind the bay window in the gable end of the building at extreme right was the office of JG Robinson, Locomotive Superintendent of the Waterford Limerick & Western Railway. 9

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There were five ‘match specials’ to Limerick for the Gaelic Athletic Association Munster Hurling Final (Tipperary vs Clare) on Sunday 4 July 1993. They were 11.00 hrs from Thurles, 11.00 hrs from Templemore, 10.05 hrs from Dublin, 11.00 hrs from Ballybrophy (via Nenagh) and 10.30 hrs from Waterford. A total of 1,328 passengers were carried by these trains, the busiest being that from Waterford with 406 supporters, and here they are ready for their return workings. Nos. 133 & 173 with a set of seven Craven carriages and ‘Dutch’ van wait under the Roxborough Road bridge until called back to platform to load up for the Waterford working. That evening, buses substituted on several normal service trains to Limerick Junction to facilitate speedy departure of the specials.

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Troublesome Locomotives

uring my footplate travels throughout Ireland between 1982 and 1995, locomotive failures or breakdowns were thankfully quite rare. Usually minor problems like overheating radiator, and defective ground relay or vigilance equipment were the main cause and easily rectified ‘out on the road.’ Equipment became less reliable with age but advent of the train radio enabled the driver to be ‘patched through’ to maintenance in Inchicore via CTC in Dublin and greatly helped problem resolution.

No. 149 drags failed No. 016 as part of its train over the flat crossing at Limerick Junction while working the 07.15 hrs (summer only) Rosslare HarbourLimerick on Saturday 30 July 1988. The train’s size had been increased to cater for extra passengers going to the Michael Jackson concert in Cork. No. 016 had failed the previous evening at Rosslare prior to working the 18.00 hrs to Connolly, and Control in Dublin decided that the requisite repairs could be easily dealt with at Limerick Works. If the problem could not be rectified there, it would be easier to return the locomotive to Inchicore from Limerick rather than from Rosslare Harbour. 11

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Top - No. 078 moves failed No. 049 to Cork shed for attention during the shunting of return Michael Jackson specials in the late evening of Sunday 31 July 1988. Many specials operated to Cork for a series of concerts over the Bank Holiday weekend. The NIR driving trailer on the left is No. 740, at that time one of three sets on loan to Irish Rail to assist with suburban services in Cork and Dublin

Bottom - All three roads were occupied at Kildare on Monday 5 July 1993. Standing on the Up platform road is a looped Down liner train for Waterford hauled by No. 160; on the centre road No. 015 hauls a failed and oily No. 009 from Limerick to Inchicore Works for attention. No. 080 on the Down main completes the scene with the 13.00 hrs Heuston-Westport.

Opposite - No. 082 drags No. 150 plus empty stock back to Heuston from Kildare on Sunday 12 September 1993. No. 150 had failed earlier in the day, conveniently close to Inchicore while working the 12.45 hrs race-goers special from Heuston to the Curragh platform. Newly outshopped No. 082 was the easiest engine to deploy for the emergency! 12

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No. 157 hauls No. 015 and a rusty Park Royal coach No. 1944 from Limerick works through Newbridge on Wednesday 15 June 1994. The odd-looking headlamp on No. 157 was once used on cross-Border trains. One light-beam was directed skywards through 90 degrees to give British Army patrols an indication of where a train was at night or where a hijacked train might be located. The civil engineering department found these headlamps particularly useful in later years for examining the darker reaches of tunnels around the system.

Pictured from the footbridge in Lisburn on Saturday 6 August 1994, Northern Ireland Railways 80 Class railcar No. 90, which was working the 15.30 hrs from Portadown to Belfast, had to drag failed 450-Class set Nos. 482/ 792/ 782 back to the station. The latter had stopped just outside Lisburn while working the 13.40 hrs service from Portrush and was hauled back into the island platform. The Portrush passengers were transferred onto the Portadown service to continue their journeys.

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Permanent Way and Civil Engineering

hese projects were usually fairly easy to locate as the dates and times would appear in the weekly circular, usually issued on Thursdays, which provided details of bridges, structures etc due for replacement. Engineers would often be seen measuring and surveying long before work actually started. The circular also included information on speed restrictions, signalling revisions and special workings.

No. 154 eases the 11.25 hrs goods from Adelaide Yard, Belfast past the Northern Ireland Railways relaying squad with their Donnelli gantries near Bells Row level crossing at Lurgan on Thursday 23 February 1984. These gantries revolutionised tracklaying on NIR by speeding up the process. The gantries ran on the new flat-bottomed rail laid outside the old track, lifting the old track panels, and placing them on flat wagons for removal. The gantries then laid in new track panels, and yet another yellow machine tucked the new rails onto the sleepers for the Thermit welding team. 15

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No. 027 runs behind Limerick Check Cabin with a mixed train of track panels, a bogie cement wagon, and a just visible tail of beet wagons during a shunt on Monday 17 June 1991. No. 027 was bound for the cement factory with a wagon of track panels and a repaired bogie cement wagon when a request came from the wagon works to leave some beet wagons for attention. 16

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Ex-works No. 144 and the weed spray train pause at the Galway line platforms at Mullingar before proceeding towards Dublin North Wall during the annual weed spraying programme on Tuesday 23 June 1992. The ‘wasp’ panels on the front of the locomotive warned crossing keepers and permanent way staff that spraying was in progress, and to take care. Many crossing keepers would cover their trackside flowers and vegetables with a sheet or blanket to prevent spray drift despite careful direction of weed-killer by the onboard crew.

New Ross with the sprayer doing its work, headed by No. 173 on Tuesday 30 June 1992. The crew in the coach could vary the rate and direction of spray through a series of valves and nozzles. The spray was mixed in the bogie van while water was carried in a series of tankers linked together by large hoses. The pumps were powered by an on-board generator.

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No. 160 brings the 15.15 hrs Summer Service only from Rosslare Harbour into Waterford on Thursday 1 July 1993. The train comprises a Brake Generating Steam Van (converted from a British Rail Passenger Brake Van in 1972), a Cravens Standard Class introduced 1963, and a high capacity CIE Park Royal Standard Class introduced 1955. No. 011 is standing in the loop behind at the head of train of bogie flat wagons which are being loaded by the Waterford Port crane with rails imported from France. This train later worked to the permanent way depot at Portlaoise. Above the second and third coaches of No. 160’s train, the Bell Lines gantry crane at the rail connected Frank Cassin Wharf is just visible. 18

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Dundalk Barrack Street yard was used as a permanent way depot during the relaying of the Belfast to Dublin line, mainly for the section between the Border and Drogheda. Here No. 188 has a train of recovered track panels on Sunday 5 September 1993 when relaying work was taking place further south between Skerries and Balbriggan. Neatly stacked, newly delivered concrete sleepers can be seen in the background. Shortly after this picture was taken, Barrack Street yard was cleared for construction of office buildings and the Dundalk inner relief road. 19

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Nos. 186 & 160 pass under bridge No. 189 with the 15.10 hrs liner train from Adelaide Yard, Belfast to Dundalk and Dublin North Wall, on Thursday 28 July 1984. The main Belfast to Dublin Road was upgraded and crossed the railway at this point on a skew tunnel made of concrete sections which were cast on site and lifted into place. There were three similar bridges close together at this location in the townland of Altnaveigh, known by railwaymen as ‘The three sisters.’

On Sunday 2 April 1995, No. 075 headed the 15.00 hrs Dublin Connolly to Belfast Central ‘wrong road’ through Balbriggan during single line working. There was much renewal work at this time in preparation for accelerated Class 201-powered services between Belfast and Dublin. The Permanent Way department were stressing welded rails in four locations near Balbriggan with relaying gangs engaged in aligning the Down road through the station. Replacement work was in hand at overline bridge No. 55, just visible in the distance. No. 141 on bridge train duty can be seen attending the road cranes doing the lifting work.

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Unnamed No. 229 brings the 07.55 hrs from Connolly to Belfast Central past the NIR rail welding plant at Lislea Drive near Balmoral Halt on the approaches to Belfast on Wednesday 26 July 1995. Trains of rails were pushed up from Adelaide yard and made up into welded ‘strings,’ loaded onto flat wagons and moved out to the relaying site. Just visible are NIR Nos. 106, 101 and 108 which were moved here for temporary storage in June 1995. 21

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No. 172 works the cable plough train southwards near Dromiskin between Dundalk and Castlebellingham on Saturday 16 September 1995. Single line working was required over the Down road as the plough train’s speed was slow, usually walking pace, with frequent stops for bridges, platforms, level crossings and underground obstructions. The entire Irish Rail system has been so ploughed and the cable is used for signalling, communications, general electrical purposes, and Centralised Traffic Control (CTC). 22

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Dundalk Central signal cabin is ready for the big lift on Thursday 23 May 1996 as No. 209 passes under the waiting cranes with the 11.00 hrs service from Connolly to Belfast Central. The line through Dundalk was closed to all trains from midday until the afternoon of 26 May to allow this exercise plus installation of extensive trackwork. The entire upper wooden structure of the cabin was later placed on the platform at Dundalk at the Belfast end. Its preservation was accomplished by Station Master Brendan McQuaid who was influential in setting up a railway heritage museum in the station’s former buffet. 23

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Sugar beet

he annual ‘Beet Campaign’ usually started around the end of September, depending on the weather for ripening and harvesting. The announcement of the campaign was eagerly awaited in the weekly circular and, once it started, a visit was made. My first port of call was the signal cabin at Wellingtonbridge (the reception point for loading) where the latest gossip was available, and then off to a field near Taylorstown viaduct. The campaign sometimes lasted until the following January should harvesting be delayed by rain or frost, though the usual intent was to have it concluded by the end of December.

On Saturday 4 November 1989, Waterford Sallypark yard had an impressive line-up, from Left to Right: – The tail of a short, loaded sugar beet train ready to depart for Mallow at 12.20 hrs. – No. 047 at the head of the 12.20 hrs empty wagons from Mallow to Wellingtonbridge. – No. 012 with the previous day’s 20.15 hrs liner service from Dublin North Wall which had arrived at 02.20 hrs. – The driver of No. 053 is preparing to leave at 08.30 hrs with empties for Wellingtonbridge, the second departure that morning. The liner train was later unloaded at the Bell Lines depot on Frank Cassin Wharf just downstream from Waterford station, close to Abbey Junction signal cabin. No. 053 later returned from Wellingtonbridge with loaded wagons to add to the 12.20 hrs departure to make up a full train for Mallow Beet Factory. 24

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No. 033 crosses Taylorstown viaduct over the Owenduff River with the 13.00 hrs loaded beet train from Wellingtonbridge to Waterford Sallypark yard on Tuesday 16 October 1990. This graceful, curved brick arch viaduct of seven thirteen metre arches was built for the opening of the line in August 1906. The viaduct was severely damaged during the Irish Civil War in July 1922. The lighter brick of the replacement arches can be seen between the 5th and 13th wagons of No. 033’s heavy train. 25

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The remains of Kilmokea halt platform can just be seen to the right of No. 048 as it passes with the 12.30 hrs empty beet wagons from Waterford to Wellingtonbridge on Tuesday 24 November 1992. The train’s tail is still on the 1906-built, 650-metre River Barrow viaduct which has fifteen forty-five metre spans, two of which open electrically to allow shipping upriver to New Ross. The control cabin for the opening spans can be seen perched above the track on the furthest pier on which the span is supported.

On Tuesday 24 November 1992, No. 167 leads a train of empty wagons from Waterford past the groundworks at milepost 81 for construction of Belview Port. The facility, which opened to trains on Monday 16 August 1993, provided more favourable tidal conditions for docking ships on the River Suir than at the Frank Cassin Wharf in Waterford City.

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The driver of No. 182 is waiting for the guard to climb up to the cab with the single line staff to Waterford before departing with the 13.05 laden beet train from Wellingtonbridge on Monday 22 November 1993. The beet loader is quiet for the lunchtime break, the loading bank on the upper left is full and excess beet has been dumped on the concreted apron. This ‘grounded’ beet would be later loaded into wagons by a mechanical shovel. Shortages of wagons could be caused by problems when unloading at the Mallow factory plus derailments, locomotive failures, and pathing difficulties on the long single line between here and Limerick Junction.

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This view from the ‘footplate’ of the loading gantry at Wellingtonbridge on Wednesday 24 November 1993 shows No. 152 shunting a loaded train, having recently arrived with the empty wagons standing on the far side of the island platform. This panoramic view gives an indication of the volume of sugar beet processed, and the scale of the operation’s logistics. The yellow ‘beetle’ just visible on the left was worked by a steel rope operated by the loader who could position empty wagons under the loading arm. The beetle once had a tall steel post surmounted by a marker to enable the loader to spot it in poor light conditions, but following damage in a shunting accident, it was not replaced. 28

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Storm clouds gather as No. 182 valiantly reaches the top of Taylorstown bank and roars through Ballycullane with the 14.30 hrs loaded beet train from Wellingtonbridge on Wednesday 24 November 1993. This heavy train is helping bring the 1993 ‘beet campaign’ total to 156,000 tons. The two yellow battery-operated tail lamps on the locomotive’s front were left in place in error following its 14.00 hrs ‘light engine’ movement from Waterford. The operational intensity of these services meant that in the hurry to avoid delay or lose a path, removal of tail lamps was often overlooked. Who would ever have dreamt that NIR No. 112 Northern Counties would reach so many corners of the Iarnrod Eireann system? Here it is engaged on beet train duties, preparing to storm Taylorstown bank with the heavily loaded 14.40 hrs service to Waterford as the shadows lengthen on Monday 24 November 2003. No. 112 worked this train to the Sallypark yard in Waterford and then immediately returned light engine to Wellingtonbridge to collect the 16.10 hrs working. The two portions were then marshalled together at Sallypark yard to form the permitted maximum of thirty-five loaded wagons that formed the 18.10 hrs train to Mallow. Inchicore’s modifications to No. 112’s marker lights can be seen on the front of the locomotive; they are edged in orange! The freshly painted concrete milepost in the foreground dates from the line’s opening in 1906 and reads MP 93¼ from Mallow via Lismore and Fermoy. 29

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Push-Pull

he new ‘Push-Pull’ project of 1988/ 9 arose from the need to increase and modernise the passenger coach fleet in replacement of the few surviving 1950s-vintage Corás Iompair Eireann AEC push-pull railcar sets plus three 80 Class sets that had been hired in from NIR. The 1984 project to build one hundred Mark 3 carriages (hauled stock for main line work) at Inchicore was drawing to a close. Twenty-four additional vehicles of this type were ordered for delivery in 1989 which comprised nineteen standard Mark 3 bodyshells, slightly modified for suburban work, plus five ‘control cars’. The intended motive power was Class 121 single-cab locomotives which proved to be under-powered for loads exceeding three coaches. Class 201 locomotives therefore took over these duties from Class 121 in August 1995 until the Mark 3 fleet was ‘stored’ from June 2009.

No. 6101, the first of the push-pull control cars, was taking shape in the new carriage building shop at Inchicore on Friday 29 January 1988 and further Mark 3 push-pull body shells for intermediate vehicles are under construction to the left. The push-pull fleet had a relatively short life by Irish standards as exemplified by No. 6101 which entered service on Friday 8 March 1989 and was scrapped at Inchicore on 12 September 2013. The complete push-pull fleet of 24 vehicles were withdrawn by February 2014 although control car No. 6105 is stored in preservation at Moyasta, Co. Clare. 30

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The mock-up of the push-pull vehicles was photographed at Inchicore on Monday 2 May 1988 displaying a proposed Dublin suburban livery. Beyond a trial application to a Class 121 locomotive and single coach, this livery luckily failed to enter normal service. It was thought to have been a combination between the railway’s standard orange and the green of Dublin Bus. The purpose of the mock-up was to show crews the proposed layout of cab details, windows, and controls, etc.

The push-pull mock-up had been grounded and extended in this view on Thursday 1 March 1990. The ‘extension’ shows proposed double plug doors which were never actually fitted. The ‘narrow gauge’ B4 bogie was ex-British Rail which had been delivered with Mark 2A coach No. 5428, pictured to the right. Inchicore widened the bogies to 5’ 3” gauge for use with ex-BR Mark 2 ‘air conditioned’ or Mk 2 A/C coaches as they became known on Irish Rail.

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Fresh from the paint shop, newly completed pushpull intermediate coaches Nos. 6301/ 2 undergo electrical tests coupled to a Mark 3 Generator/ Guards van at Inchicore on Friday 24 June 1988. Both vehicles had their black paintwork and ‘tippex’ stripes applied before they entered service on 8 March 1989. The rails at right angles in the foreground are used by the traverser for moving stock into and out of the carriage shops.

The cab layout of control car No. 6101 at Drogheda on Friday 5 May 1989, prior to working the 15.03 hrs to Dublin Pearse. The Cab Audible Warning System (CAWS) is upper on the left side, the standard GM throttle (as fitted to classes 121/ 141/ 181 and 201) is mounted at a 45-degree angle below the CAWS. A standard Hasler speedometer is to the centre with the CAWS indicator lights to the left, while the brake handles are lower down on the right. The rather obvious standard grey ash tray was an afterthought, and responsible for many a sore knee!

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No. 149 hauls a six-piece Push-Pull set on the 11.50 hrs GAA special from Dundalk to Dublin Connolly across the River Nanny bridge at Laytown on Sunday 22 August 1993. This combination returned with the special working at 17.45 hrs and the set was stabled in Dundalk to work the 05.53 hrs to Dublin Pearse the following day. This mode of operation, i.e. haulage of push-pull carriages, was often seen due to a shortage of push-pull equipped locomotives. 33

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No. 131 had the honour of working the 16.38 hrs push-pull service from Limerick Junction to Limerick City on Wednesday 17 August 1994. This train connected with the 14.20 hrs from Kerry which in turn had a connecting service from Cork to Mallow. In the Down direction the 14.55 hrs from Heuston arrived at 16.35 hrs and passengers off this train bound for Limerick had to be quick off the mark with their cross-platform connection. The 16.38 hrs departure was always prompt to ensure its path back to Limerick. 34

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Control car No. 6104 displays a commemorative banner to mark the closure of Dundalk Barrack Street goods depot on a special working conveying invited guests on Saturday 25 March 1995. No. 127 was the motive power on this 15.00 hrs special from Dundalk and return at 15.30 hrs. The set had left Dublin Pearse at 12.00 hrs as empty stock and returned empty from Dundalk at 17.15 hrs. The yard had already been cleared of wagons, all work was transferred to a new freight yard with overhead gantry crane at Ardee Road in the townland of Mounthamilton, south-west of Dundalk. 35

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No. 083 hauls a push-pull set past the site of the cement silos at Cabra, Dublin on Sunday 16 July 1995, forming a return 17.40 hrs special from Connolly to Athlone. This train had left Athlone at 10.40 hrs as a special for supporters travelling to the GAA Leinster Hurling Final Championships at Croke Park, where Offaly were playing Kilkenny. The sidings serving the cement silos were later lifted and the area is now built over with blocks of apartments, some of which must have pleasant views of the increased passenger services through the Phoenix Park tunnel. 36

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No. 127 propels a short push-pull set away from Laytown on the 18.02 hrs ex-Drogheda on Thursday 21 May 1998. Acceleration may have been considered ‘reasonable’ and certainly better than the early days when five or six vehicles was a real struggle for an elderly Class 121 locomotive. With a heavier set, the driver in the control car was oblivious to the racket behind. It was a different story in the locomotive cab as even ear protection could not drown out the noise of the strained engine!

No. 128 leaves Limerick with the 18.10 hrs service to Limerick Junction on Saturday 13 June 1988. This engine’s interval at the Junction would be short, arriving at 18.27 hrs and returning eight minutes later. No. A3R on the left is preserved by the Irish Traction Group and was based at Limerick from September 1995 until December 1998, except for a brief appearance at an Inchicore Works open day in mid-1996. At the time of writing, No. A3R is stored at the West Clare Railway at Moyasta Junction Co. Clare.

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Day Mails

he carriage of mails by rail has been a particularly important source of revenue since the very earliest days. The latter days in Ireland have seen many changes with most of the mail going by passenger trains and the occasional liner-mail. The last two Travelling Post Office (TPO) services were Dublin to Cork and Dublin to Galway, both services having Up and Down day and night mail services with a TPO vehicle and dedicated van. These services ended in January 1994. (Up generally refers to trains travelling towards the Capital or Headquarters, and Down means the opposite.)

No. 134 has just arrived at Cork with the 06.00 hrs Down Mail on Monday 30 January 1984. The train stopped at all stations on its four and a quarter hour journey from Heuston, of which just over an hour was spent on station duties. Smart work was needed at Cork to clear the platform as the prestige 07.30 hrs from Dublin Heuston was due to arrive just fifteen minutes later. At time of writing No. 134 was undergoing restoration by the Railway Preservation Society of Ireland at Inchicore works 38

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‘Bags out first’ was the usual practice to avoid congestion at the TPO doors and in the van space, as shown here at Tullamore with Nos. 132/ 3 on the 15.10 hrs Up Galway Mail on Monday 7 July 1986. TPO No. 2977 was built at Inchicore in 1958 as one of six (Nos. 2973-78) and fitted with exchange apparatus for mailbags. The ‘TLA’ number suffix denotes that as well as Train Lighting, it has been fitted with a through pipe to enable it to work with air-braked as well as vacuum-braked stock. No. 2977 was withdrawn with all the TPO fleet in January 1994 and at the time of writing is preserved at Downpatrick. 39

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Top - Slush on the platform means that it is even colder than usual at Limerick Junction, as No. 130, working the 15.10 hrs Up Cork Mail, is overtaken by the 14.25 hrs from Tralee to Heuston on Tuesday 2 February 1988. The junction pilot locomotive was attaching a van from Limerick and a defective TPO to the rear of No. 130’s train. Bottom - On the right No. 141 waits with the 15.40 from Limerick to Rosslare. All four platforms were occupied at this time, with lots of activity. After the mail left around 15.45 the junction reverted back to an oasis of peace. Opposite - No. 123 has just arrived at Cork with the 05.55 hrs Down Mail from Heuston on Thursday 9 June 1988. The train on the left is the 10.40 hrs to Mallow and No. 084 can just be seen to the right nudging towards the departure platform with its train to form the following 11.35 hrs to Heuston. This train was classified as ** (super express) in the working timetable and was allowed exactly three hours for the eight-stop 165-mile journey. The maximum speed permitted for a 9-coach Mark 3 set was 90 mph.

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No. 074 crosses the Lough Atalia bridge beside Galway signal cabin (which is immediately behind the camera) with the 15.10 hrs Up Day Mail to Heuston on Saturday 24 February 1990. The mix of new and old rolling stock types was a daily occurrence, couplings were of the link type. Through corridor connection was impossible due to the differing gangways and probably better for security anyway! The provision of an ex-BR guards van was necessary for mailbag storage and for provision of electrical power and steam heat for the TPO sorters. 42

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The 07.55 hrs Heuston to Galway Down Mail pauses at Athlone on Friday 14 June 1991. The Galway driver on No. 088 has just replaced the driver from Inchicore and is ready for the off! The TPO sorters banter with the mails guard while the Athlone-based passenger guard in his Mark 2 van surveys the scene. The pile of padlocked wooden crates on the platform contain school exam papers from centres all over Ireland on their way to the Department of Education Headquarters near Athlone for marking 43

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Night Mails

he carriage of mails at night by TPO on Irish Rail brought the last of that day’s mail principally from Dublin to centres at Cork and Galway plus intermediate stations for delivery the next morning. With removal of passenger accommodation from Galway night mail trains in May 1987, that service became a ‘Liner-Mail’. Some vacuum-braked TPOs and bogie GSVs (Guard steam heat vans) were through piped to enable them to be worked with air-braked freight stock. The Irish Postal service, An Post, conducted an operations review in 1992/3 which resulted in closure of the 1974-built Central Sorting Office at Sherriff Street beside Connolly Station, Dublin. Activities were transferred to a new site on the Naas Road near Newlands Cross in Dublin and most mail traffic was then transported by road. The TPO fleet was withdrawn on 31 March 1994 thus ending 160 years of carriage of mails by rail.

The Up and Down Galway mails cross at Athlone Midland on Friday 27 January 1984. No. 079 left Connolly at 21.20 hrs having arrived earlier that evening after working the last passenger train of the day from Belfast, and reached Athlone at 23.28 hrs. Driver, guard and TPO crew will return to Dublin on the Up Mail seen on the left which would depart at 23.33 hrs. Stopping at Moate and Mullingar (to collect the Up mails from the Sligo line), it was scheduled to arrive in Dublin Connolly at 01.45 hrs. The Galway-based crew on the Up Mail will return home on the Down, due to depart at 23.43 hrs and arrive home at 01.00 hrs. 44

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No. 035 is in charge of the 20.00 hrs Connolly to Galway mail at Athlone Midland on Saturday 12 May 1984. The train comprises the TPO next to the engine, two passenger carriages (Saturdays only) and an ex-BR Mark 1 GSV (guards/ steam heating van). The pair of locomotives on the right headed by No. 144 are stabled while allocated to Athlone for permanent way duties. The compressor on the platform and a drum of green cable indicate that Centralised Train Control (CTC) and ‘Rationalisation’ are not far away! 45

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The red CTC signal aspect reflects along the side of No. 087 and the TPO at the new Athlone station on a wet Thursday 28 January 1988. The train is the 22.00 hrs Galway-Connolly liner mail and the container next to the guard’s van was used for mails (mostly parcels) that did not require attention by TPO sorters en route. There was usually a good ‘tail’ of empty keg wagons on this train for Guinness in Dublin, Smithwick’s in Kilkenny, or Harp in Dundalk. 46

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Limerick Junction on Friday 29 July 1988 and No. 076 stands for fifty minutes with the 21.30 hrs Cork-Connolly liner mail. This train collected mail at Mallow from the Kerry line and here from the two-way Limerick-Waterford liner trains. The Cork-based crew with No. 076 will work Up as far as Thurles where they will exchange footplates with the crew of the 22.10 hrs Connolly Down liner train and work back home. The latter train departed the Junction at 01.29 hrs while the connecting Limerick mail service left at 01.55 hrs. The Waterford Mail liner departed at 02.10 hrs at the end of a remarkably busy episode rarely witnessed or photographed by enthusiasts. 47

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The driver of No. 146 is keen to get away from Cork with the 21.40 hrs liner mail on Tuesday 7 July 1992. The TPO No. 2979 was built by the Great Southern Railways at Inchicore in 1935 as ‘steel’ suburban composite No. 2114 and rebuilt by CIE in November 1968 together with Nos. 2980/ 1 to replace ageing fourwheel sorting vans. No. 2979 itself remained in service until cessation of TPO services in January 1994 and was scrapped at Inchicore in February 1995. At the time of writing, No. 146 is preserved in working order at Downpatrick, Co. Down and No. 2978 (No. 2979’s sister) is also preserved there. 48

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Cement Traffic

he carriage of manufactured cement and some of its raw materials formed a major traffic for Irish Rail connecting the two main factories at Castlemungret near Limerick and Platin near Drogheda. Bulk cement was shipped to silos at Athenry, Athy, Cabra, Cork, Sligo, Tullamore, Waterford, and in bagged form to Arklow, Enniscorthy, Gorey, Gort, Millstreet, Mullingar, Nenagh, Rathmore, Roscrea, Wexford, and other locations. The two main raw materials for manufacturing cement were conveyed by train:- Gypsum from Kingscourt, Co. Cavan and shale from Kilmastulla near Birdhill, Co. Tipperary. Oil to power the cement plants was once moved by rail from Foynes. Limerick provided more variety than the Platin operation in terms of motive power. Cement was pronounced locally as ‘cimint’ and the term ‘he is inside’ at Castlemungret meant that a train or someone was at the station, not in prison! The 4½-mile branch from Limerick Check Cabin to the factory was in almost constant use with several guard-operated level crossings to be negotiated. These included the remarkably busy Limerick to Cork Road which often nearly required the locomotive to nudge the gate with the buffer to slow the traffic! The Limerick-based driver of No. 011 keeps a watchful eye on his surroundings at the Castlemungret silos on Thursday 24 August 1989 as he positions the bulk cement wagons for loading one by one. The train has been divided in two to ease shunting in what was a long and repetitive task. Trainee drivers learned much about locomotives in the cement works before venturing on to the main line with faster passenger trains.

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Left - The guard on No. 183 waves as the 11.45 hrs train of empty shale wagons leaves the quarry at Castlemungret on Monday 20 June 1988 for the 20-mile journey (typically covered in about 1 hour 15 minutes) to Kilmastulla siding near Birdhill on the Ballybrophy branch. The loaded train which this locomotive had brought in is visible in the background. These wagons will have been emptied at the ‘tippler’ and ready for the next trip to Kilmastulla when No. 183 returns with the next load of shale due in at 14.45 hrs. Right - The ground signal located between the tracks shows two white lights as No. 182 starts to push its empty train up the short, sharply curved branch to Kilmastulla on Monday 19 June 1989. The crew have already changed cabs on the locomotive as it was easier to see round the curve from the left side of the far cab.

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No. 056 reverses a train of empty ‘blues’ (palletised, bagged cement wagons) up to the loading shed at Castlemungret on a very cold Tuesday 27 February 1990. These wagons had two large vertically opening hatches on each side which were worked by chains over the large wheels high up on each end of the wagon. They were troublesome and could leak, which was unwelcome with bagged cement! An extensive refurbishment programme was later carried out on this fleet at Limerick wagon works during which PVC curtains replaced the troublesome doors. 52

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The driver and guard of No. 026 working an Athenry-Limerick cement special were surprised by the line-up of photographers and smile at Gort during the RPSI Comeragh Railtour on Saturday 12 May 1990. During the pause for No. 026 to cross the RPSI train, headed by Irish Rail No. 161 (substituting for failed LMS NCC 2-6-4T ‘Jeep’ No. 4), the assembled photographers tried to devise anagrams for the station’s name – grot and trog stick in my mind!

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The paintwork on No. 002 needs ‘touching up’ in this view at Kilkenny on Tuesday 24 April 1990. This engine had brought a special bagged cement train from Platin which was in course of unloading. The special had left Drogheda at 01.35 hrs and travelled via Holyhead Yard in Dublin to arrive here at 06.50 hrs. The return working was due to leave at 13.40 hrs but could depart earlier if unloading was completed quickly and a path was available. The cement store to the right pictured here from the signal cabin now forms part of much-improved passenger facilities. 54

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The Tegral siding at Athy on Tuesday 24 April 1990 where freshly painted No. 020 is leaking oil during unloading of the regular Tuesday 04.00 hrs cement train from Limerick. This trailing siding off the former branch to Ballylinan was popularly known as ‘the asbestos siding’ because at one time the factory manufactured lightweight corrugated panels and roofing for farmyard sheds. During unloading operations, the locomotive ran light engine to Athy around 12.30 hrs on a ‘taxi’ run for a crew change. The tail lamps are still on the front of No. 020 from that short journey. 55

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No. 027’s driver keeps a lookout for the shunter while sorting a rake of ‘bubble’ cement wagons near Limerick Check Cabin on Monday 17 June 1991. The yard was busy in the mornings making up wagons for workings to Castlemungret, and assembling wagons for the night liner trains. In the afternoon, work focused on preparation of return loaded trains. The fan of sidings with spring-loaded points on the right lead to the fuel point, running shed and wash facilities. The green signal beside the Check Cabin is for the 15.30 hrs to Ballybrophy.

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Will we toss a coin to see who goes first?’ could be a caption for this picture at Castlemungret on Monday 24 June 1991 as three trains wait to ‘go inside’ at Limerick. No. 151 has a train of loaded ‘bulkers‘ at the silo, No. 172 has the 17.25 hrs empty shale, and grubby No. 149 on the right has a train of loaded ‘blues’. The track to the right of No. 149 leads to a series of three loops off which were the discharge sidings for gypsum trains from Kingscourt and, at one time, oil trains from Foynes. 57

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No. 170 is approaching Rathbane level crossing on Tuesday 18 June 1991 with the 12.27 hrs loaded shale train from Kilmastulla running on the single line to Castlemungret. The line to the right is that from Ballingrane Junction to Foynes. Until 1975, the area behind the locomotive was Carey’s Road goods yard with track curving back to the platform ends at Limerick station. The dark blue overall station roof can be seen on the skyline to the extreme left which indicates the tightness of the curve. 58

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On a misty Tuesday 10 March 1992, No. 013 paused at Navan with the 10.45 hrs loaded gypsum train from Kingscourt. An overall speed limit of 25 mph and at least ten guard-operated level crossings meant that the allocated time of 1 hour 50 minutes for the twenty-mile Kingscourt to Navan section was often exceeded. Time-keeping was worse when it was raining which caused the locomotive to slip on the little used rails of this undulating route. Only Class A class locomotives with six functioning traction motors were used for this traffic but later pairs of classes 141/181 were permitted. 59

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No. 162’s train discharges bulk cement at Athenry on 3 July 1993 from the ‘Jumbos’ (as these bogie wagons were known in Limerick). This train worked only as required, leaving Limerick around 06.30 hrs, arriving at Athenry around 08.55 hrs and scheduled to arrive empty back at Limerick at 11.30 hrs. Normally these wagons worked exclusively between Limerick and Cork on Mondays to Fridays, but their appearance is explained by this being a Saturday! 60

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No. 167 has just run round its train in the middle road at Kildare after arriving with the 12.45 hrs from the Tegral siding at Athy on Tuesday 6 July 1993. Return to Limerick was at best slow with lengthy waits here and at Thurles, Limerick Junction and Dromkeen which allowed ample photographic opportunities before arrival into Limerick at 18.50 hrs.

No. 080 with an empty cement working from North Wall bound for Platin near Drogheda on the branch to Navan, near milepost 16 between Gormanston and Mosney on Thursday 9 July 1998. This service operated quite frequently, leaving Dublin at 19.35 hrs and running just ahead of the empty 19.25 hrs Tara mines train from Alexander Road, Dublin to Drogheda.

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Trains crossing

hen on the footplate there was often an opportunity to photograph other trains, especially when crossing, and the Electric Train Staff (ETS) had to be exchanged on single lines. Sometimes there was also a crew exchange which consumed extra time while bags, etc were moved between footplates. Travelling on freight or mineral trains brought the bonus of extended station waits which allowed observation of overtaking trains.

The lightly loaded 10.35 hrs Roscrea liner from Limerick pauses at Birdhill to cross No. 047 on the 10.05 hrs from Ballybrophy on Wednesday 5 August 1987. The main contents of the 10-foot containers were a few cartons of cigarettes for Nenagh and Roscrea which could have been easily carried on the footplate or sent cheaper by taxi or registered post! The empty flat wagon was to collect two 10-foot containers from Roscrea – this measure proved necessary as cigarettes transported in the luggage section of the passenger train guard’s van mysteriously disappeared en route while the guard was otherwise engaged. The only other traffic was a few pallets of bagged cement in blue wagons on the tail of the train for Roscrea. 62

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No. 038 arrives at Rosslare Pier as the sun goes down on Friday 10 June 1988 with the 15.35 hrs from Limerick. The guard and checker are already walking towards No. 162 which had worked in earlier with the 17.00 hrs service from Waterford. They will return ‘on the cushions’ as far as Waterford on the 19.40 hrs service to Limerick. No. 038 will stable overnight on the pier and return with the 07.15 hrs to Waterford the next day. 63

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Left - Up and Down Westport trains cross at Clara on Friday 17 June 1988. Nos. 161 and 151 are working the 07.30 hrs from Westport while No. 084 is stopped at the single platform with the 08.30 hrs from Heuston. The water tower remains in use, incorporated into the Permanent Way depot, which is off camera to the left. Right - No. 018 arrives in Boyle with a fertiliser special from Sligo on Friday 2 March 1990, while No. 013 waits to cross with a special of bagged cement. The fertiliser specials worked for a time conveying imports from Sligo port mainly to Longford yard for onward distribution by road. No. 018 has the ‘gutter’ fitted above the windscreens to divert oil thrown out by the engine when working hard

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The next summer shower is threatening as No. 074 brings the 15.15 hrs from Waterford into Muine Bheag/ Bagenalstown on Tuesday 12 June 1990. No. 011 waits on the left with the 15.00 hrs from Heuston. The track to the right of No. 074’s train was a headshunt which gave access to sidings behind the signal cabin. The roof of the house just above the first coach is situated at the centre of what was the junction with the former line to Borris and Palace East. 66

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No. 141 crosses NIR 80 Class railcar No. 98 working the 09.45 from Londonderry/ Derry to Belfast Central at Castlerock on Tuesday 28 May 1991. This locomotive was heading an Executive Train from Connolly for golfers to nearby Castlerock Club. The train left Dublin at 07.45 hrs and travelled via Belfast Central to arrive at 11.50 hrs. Return was at 19.05 hrs by the same route, reaching Connolly at 23.20 hrs - a long day!

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‘Veteran’ No. 001, as the UK railway press called it, has arrived at Mullingar with a 12.30 student special from Sligo on Tuesday 4 February 1992. The students were scheduled to return to Sligo non-stop at 03.00 hrs the following morning, arriving at 04.45 hrs. The set was turned round quickly for an empty carriage working to Dublin at 05.00 hrs. The pair of Class 141s and Mark 2 coaches are working the 13.20 hrs Connolly-Sligo. The brake carriage on the right in the ‘Jail Siding’ is part of the RPSI’s southern based fleet. 68

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Evening sun at Maynooth on Friday 22 May 1992 as Nos. 184 & 168 on the 18.30 hrs Connolly-Sligo cross No. 150 on the 19.00 hrs Maynooth-Connolly suburban service. Maynooth was relatively busy on Friday evenings with Down arrivals from Dublin at 16.50, 17.37, 18.00, 18.43 & 18.56 hrs. 69

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Limerick Junction springs into its traditional mid-afternoon burst of activity with three trains in view on Monday 29 June 1992. No. 073 on the right has just left the platform with the 14.55 hrs Heuston-Cork as the guard looks back. No. 186 in the centre is attaching vans from Limerick to the rear of the 15.00 hrs Up day mail which waits here until 16.42 hrs and is overtaken by the 14.20 hrs Up Kerry. No. 186 will soon return to its train on the left and continue with the 16.02 hrs to Rosslare Harbour. 70

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The Athenry signalman with the ETS loop in his hand talks to the driver of No. 075 waiting to depart with the 11.00 from Heuston to Galway on Saturday 2 October 1993. No. 012 on the left has worked an 06.30 bagged cement special from Limerick to Gort and Athenry, it has already run round and shunted its empty train and will depart back to Limerick when No. 075 leaves. 71

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Portarlington could be busy as pictured here on Saturday 5 March 1994. No. 076 is arriving with the 14.55 hrs Heuston-Cork, No. 173 is stabled with empty fertiliser wagons and a liner train has been shunted into the Down siding, its locomotive having departed to rescue a train in trouble. The hedge cutter is standing on the turntable road/ Athlone siding. It was based here for a while and had been at work between here and Tullamore for most of the previous week. 72

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No. 079 (on loan to NIR) departs Connolly with the heavy 18.20 hrs to Belfast Central on Sunday 11 May 1997 while No. 229 and a De-Dietrich set tailed by No. 9001 on a trial working approach West Road Cabin, returning to Inchicore. This set had been out several times during the previous week for driver training, mainly between Connolly and Drogheda, sometimes looped at Mosney to allow passage of regular traffic. 73

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Unusual happenings

t was inevitable that during my extensive travels I would encounter unusual and unplanned goings on! Sometimes information could be gleaned from friendly signalmen and operating staff, but usually it was just a matter of luck.

No. G611 scuttles about the yard at Limerick Check cabin on Monday 14 July 1986 after shunting some wagons into the wagon works. There was then a severe locomotive shortage caused by temporary withdrawal of thirteen of the eighteen-strong Class 071 due to flaws in their frames around the bogie centres. No. G611 was something of a Limerick ‘pet’ and was stored inside at the rear of the running shed lest anybody in officialdom should see it from a passing train. Built by Deutz in 1962 for CIE, it passed to the Irish Sugar Company in 1977 to work at Thurles beet factory before preservation in March 1991. At the time of writing, it is based at Downpatrick, Co. Down. 74

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NIR open first No. 904, still in BR livery, is pictured at Central Service Depot, Belfast marshalled in a thirteen-coach train to form the 08.00 hrs to Dublin Connolly on Saturday 21 January 1989. No. 904 was built in 1974 as BR Mark 2F No. W3367 and was purchased to cope with increasing cross-Border first class travel on the ‘Enterprise’ services. When paired with first class ‘Executive Saloon’ No. 913, a truly excellent service was provided.

Open first No. 904 is at Belfast York Road on Friday 28 September 1990 having just been delivered but not yet unloaded on its journey from British Rail Engineering Ltd, Derby following refurbishment. Most of the NIR Mark 2 fleet was withdrawn after introduction of the new cross-Border De-Dietrich stock in September 1997. A set of ex-NIR vehicles lent to Irish Rail operated just one service before storage at Dublin Heuston. No. 904 was later stored at Bangor and Larne Harbour, before return to the UK in April 2001 for rail tour use. It was scrapped in Yorkshire in May 2010.

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Trouble on the Bangor line as 80 Class railcar No. 99 Sir Myles Humphries sits on the sleepers at Connswater between Bridge End and Sydenham having derailed earlier that morning while working the 08.20 hrs from Bangor to Lisburn on Friday 6 October 1989. It was thought that the preceding 08.15 hrs express might have damaged the track. The NIR ‘Bruff’ road/ rail van can be seen on the left. Based at York Road, it had travelled through the streets of Belfast to reach the derailment site via the Central Service Depot at Queens Quay. 76

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The view from the station cabin at Limerick showing an ‘Educational tours special’ comprising fourteen Craven coaches ready to return to Thomastown via Waterford at 17.35 hrs on Wednesday 12 June 1991. The tail of the train was hard against the buffer stops in the station! The driver of Nos. 177 & 170 had a list showing which coaches numbered back from the engines had which of the 723 children for each station. There was quite a skill in stopping with the correct coach at the various platforms, but the cooperation between the guards, inspectors and checkers ensured that all went to plan. 77

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Left - Central Service Depot, Belfast and Nos. 169 & 166 have just run round the set of Irish Rail Mk 2 coaches after working the 10.30 hrs from Connolly on Sunday 18 August 1991. Major engineering work was being undertaken on the crossovers at the Dublin end of Central station, so the best means of running round was to take the train across Belfast to the CSD. Top - On Friday 26 June 1992, No. 172 negotiates the weeds to place two tank wagons of road diesel fuel in the Bus Eireann Depot at Waterford. Previously known as the ‘garage siding,’ this short stub trailed off the former New Ross branch. The small signal cabin at Abbey Junction can be seen in the centre distance, just to the right of the home signal on the New Ross branch. Part of the blue Bell Lines container gantry can just be glimpsed in the top left corner. Bottom - No. 081 has just been re-railed and moved clear at Limerick Junction on a wet Wednesday 8 July 1992. Points were damaged during the derailment and the permanent way gang are already involved in repair works.

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In preparation for 2024!

Content includes: Accent on Signalling, The Border Area, Goods trains, Shunting and Railtours. Irish Rail Rover Part 1 Pages 1 to 80 V3 mod.indd 80

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Irish Rail Rover Part 1 Cover V1.indd 1

ISBN 978-1-913893-41-5

McMahon

Irish Railway Rover Part 1

This is a personal photographic memoir drawn from thirty years of observation, starting in 1975, during what are now regarded as the ‘museum years’ of post-steam Irish Railways.

Irish Railway Rover Part 1

Michael McMahon 23/08/2023 10:09:38