During this period in the UK the railway landscape was changing and Sprinterisation was starting to take hold and loco hauled trains were fast disappearing. A number of us had been visiting Ireland for some time which was very interesting. For those of you who are not familiar with railways of the Emerald Isle during this period every train operated by Irish Rail was loco hauled with the exception of the electric DART network around Dublin where the trains were operated by Japanese Electric Multiple Units.

Northern Ireland operated a mix of loco hauled trains on the Belfast to Dublin services and diesel electric multiple units on internal services.

Locomotives operating in this period did not have any train heat fitted and in 2010 at the time of writing IE are moving back to this mode of operation as they have found the 201 Class train heat unreliable. This meant that every train had a generator car and trains formed of Park Royal (wooden bodied) or Cravens built coaches had a combined generator car and steam heat boiler. For more information on Irish locomotives a useful website is www.irishtractiongroup.com. The locos were used as a pool and locos and any could appear on any train. 071 Class used operate the higher speed services on the Cork to Dublin mainline.

We were travelling in the golden age of diesel hauled trains in Ireland but did not realise it at the time. The railway has gone the same way as the UK with most trains now operated by modern diesel multiple units.

The Plan:

We had spent many long weekends in Ireland mainly when there was a railtour operating. We used to have an additional day travelling round on scheduled service trains before travelling on the railtour. This time we were going to send a week in Ireland travelling around on trains covering as many lines as possible and as many locos as possible. The week would finish on the Irish Traction Group railtour on the Saturday.

We were travelling in quite a large group I think there were eight of us travelling round together. I cannot recall exactly who travelled in the 20 years that have passed since. We had booked rooms together at the Kingsbridge Bed and Breakfast located opposite Heuston station. In order to get best value travel we have all purchased train and ferry tickets to Dublin and were intending to purchase an 8 Day Irish Rover tickets on arrival.

We were going to leave on the Monday evening and head for the overnight sailing between Holyhead and Dun Laoghaire then return on the Sunday morning following the railtour.

Monday 07 October 1991

I had agreed to go and collect one of my friends from Morecambe as he had a 6 month old baby and did not want to leave his wife without the car while he was away. I would also take him home when we got back.

We caught the last train to Crewe and could have continued on the next train to Holyhead. We knew that there was nothing to do in Holyhead so we elected to go to “The Albion” pub near the station. This was a regular haunt when travelling to Ireland. It always had a good selection of real ale and a pool table. The room the pool table used to be in was ridiculous as it was only slightly bigger than the table and you could hardly take shots as the end of the cue kept hitting the wall. We used to monopolise the pool table until last orders then a little worse for ware head back to the station for the train at around 23:30 to Holyhead. This gave us a much shorter wait in Holyhead and we could normally get straight on the ferry.

Tuesday 08 October 1991

The first "A" of the week 017 at Mullingar with the 20:10 departure to Dublin Connolly 08/10/91

Things were changing in the UK. This train to Holyhead used to be loco hauled but was now operated by Class 158s. The sailings between Holyhead and Dun Laoghaire were in the hands of conventional ships with a crossing time of around 4 hours. It was time for a little sleep before arriving in Ireland.

The first move of the day was to catch the DART down to Bray and await the arrival on the Arklow to Dublin commuter train which was normally operated by a 001 “A” Class loco. We were to be disappointed as it arrived behind a “Baby GM” 181 Class locomotive. The plan on day one was a trip to Sligo a location none of us had travelled to. These trains were operated by “A” Class and again we discovered a pair of “Baby GMs”. The trip to Sligo was largely uneventful followed by a couple of hours in the pub in Sligo. We returned with same pair of locos back to Dublin. The line is single track with passing places and at Mullingar we were booked to meet the Dublin Connolly to Mullingar commuter train. This arrived behind an “A” class so we alighted and decided to catch this back to Dublin on the return working. Day one and the first “A” of the week in the book.

We arrived back in Dublin and were exhausted and headed out to the front of the station to catch the number 90 bus across to Heuston station. It was then a short walk across the River Liffey to the B&B. We divided ourselves into pairs in twin rooms and went off to bed. Too tired to go to the pub.

Wednesday 09 October 1991

157 in the bay platform at Ballybrophy on the 10:10 departure to Limerick 09/10/91

Tuesday had been a very long day with very little sleep on Monday night. We had decided to get up a bit later and head for the first move at just after 09:00 after a full Irish Breakfast. Today’s plan was to travel over the Ballybrophy to Limerick line and Cork to Cobh (pronounced Cove).

The first train of the day was Class 081 hauled on a rake of Mk3 carriages. The Mk3 carriages differ from the UK versions in that they have power operated doors. We alighted at Ballybrophy and the Limerick train was waiting in the bay platform it was formed of a Class 141 a Dutch built steam generator van and one Cravens carriage. We were virtually the only passengers on the train and the steam heat is on a light simmer. This train was superb a steam heat single carriage train loco hauled train to ourselves rattling our way along the single line. All too soon we arrive in Limerick and it is time to catch the shuttle back to Limerick Jn.

The next part of the plan is to get to Cork in time for the 15:05 Cork to Dublin Heuston. This train is an all station stopper and is hauled by a single Class 121 loco and is formed of steam generator van, single passenger coach and mail coaches. This train is very usual is it is booked to use 3 platforms at Limerick Jn and is passed by a number of trains en route while the mail is loaded. Passengers remain on the train while it is shunted around the different platforms.

After a change at Limerick Jn we are arrive in Cork in time to catch the mail train. It is only a brief journey back to Mallow and we return to Cork for the trip to Cobh and back. We are all still tried from the lack of sleep so head back towards Dublin as it is an early start in the morning. There is time for a brief trip from Limerick Jn to Limerick and back to get another couple of locos in.

173 after running round the train forming the 17:00 Cobh to Cork 09/10/91

We arrive back at Limerick Jn to discover the train to Dublin is about 20 minutes late. We are stood awaiting the arrival and it arrives behind a Class 081. We get the photos as the train stops and head for the front carriage. The driver sticks his head out of the window and asked it we want to come for a ride on the loco back to Dublin.

There is obviously not enough room in the cab for all of us so 3 of us take up the offer and I elect to travel in the train with the rest of the group. The ride back is very lively and the 20 minutes and more have been recovered and we arrive 5 minutes early into Heuston.

We dump our bags in the B&B and it is off to Ryan’s Bar to a few beers to discuss today’s events. One of our group stands next to a guy in the bar as he is getting the beers in and takes a second look and asks “Do I know you?” he replies “Possibly”. “Are you David Evans?” and he replies “Yes”. The member of our group heads back to the table and gives his new friend a nod and heads back to our table.

We have a few beers and we discuss the journey back to Dublin as it appears that those who were in the loco cab have an interesting tale to tell. It appears the driver was very keen to get home and wanted to make up the lost time from earlier. He is driving the Class 081 for all it is worth and they watch the speedo climb to 112 m.p.h. not bad for a loco that is supposed to have a top speed of 90 m.p.h. Class 081s have a cab at each end with a narrow body between the cabs which are accessed from a walkway on the exterior of the loco. The walkway is accessed from the cab by a door on either side of the rear wall of the cab. Once the speed reached 100 m.p.h. the ride was very rough and those standing behind the driver are being thrown about the cab. One of the group loses his balance and he grabs out to steady himself and grabs the cab door handle which opens and he falls out the door. He is lying on his back on the external walkway of the loco travelling in excess of 100 m.p.h. bouncing around on the Cork to Dublin mainline in the dark. He scrambles back into the cab and closes the door and  is a little shaken by the experience. The driver does not even break conversation as this happens.

The conversation changes and we ask who was your friend at the bar? Oh that was The Edge from U2.

Thursday 10 October 1991

161 arrives at Donabate with the 11:30 Drodheda to Dublin Connolly 10/10/91

It turned into a late night at the pub so we have a later start than originally planned and decide to cover the trains from Connolly station on the other side of Dublin. It is the number 90 bus across town from Heuston station. We cover a few different trains on different routes. We manage to find our second “A” Class of the week but it is the same one again. They are proving quite elusive this week. We head back across to Heuston for the evening rush hour. We cover a number of different trains out of Dublin as far as Portarlington. We head back to Dublin and it is Ryan’s Bar again. Tonight is not as late as we are planning an early start in the morning.

Friday 11 October 1991

126 on the early morning 05:50 Dublin Heuston to Cork mail and passenger service 11/10/91

We are up at 05:00 as we are planning the catch the 05:50 postal train from Dublin Heuston to Cork. The plan is to catch this train out to Portarlington and drop off some commuter trains back into Dublin. The train is the outward working of the 15:05 Cork to Dublin we caught a couple of days ago. It is the same set of carriages a passenger coach at the front, postal carriages and a steam generator van with a Class 121 hauling the train. The passenger coach at the front has developed a steam pipe leak in the front coach and it is full of steam as you enter the passenger saloon. Fantastic!

The train sets of out of Heuston and as we pass Islandbridge Jn all the brakes come on and the train comes to a squealing halt. The member of our group who fell out of the Class 081 is at the front window to listen the thrash of the 121 out of Dublin. We hear the carriage door open and close and the train sets off again. After a while he has not returned and I head off to investigate. The front vestibule is empty. Where has he gone? It is time to get off at Portarlington and he has yet to reappear and his bag is still by our seats. How can use lose someone on a one carriage train which is virtually empty?

We decided to take his bag with us and as we get off the train. All becomes clear as he climbs out of the loco cab. He collects his bag and we cross over to the other platform to head back into Dublin. He then starts telling us what happened. As the train had passed Islandbridge Jn just outside Heuston station there had been an automatic brake application and hence why we had come to a stop. The driver had walked back from the loco and asked if he was interested in trains, which was of course is yes and he then asked if he would like a ride in the cab of the loco which of course was also yes. The door we had heard shutting was him climbing out of the train to join the driver. On climbing on the engine the driver showed him how to shut the power off and how to apply the brake. He had to ask the question “Why are you telling me this?” the answer was that just in case anything happens to me. Without any further delay the train restarts and driver explains further. The loco has developed a Drivers Safety Device fault and in this scenario you have to have a second person in the cab to stop the train if something happens to the driver as it will not stop automatically. There is a loophole in the Irish Rail rule book that this second person does not have to be qualified nor an employee of the railway, hence the reason for showing how to stop the train. This is an interesting interpretation of the rule book but it kept the train operating.

051 arrives at Athlone with the 15:10 Galway to Dublin Heuston 11/10/91

We catch a couple of different trains back into Dublin and walk back into the front door of the B&B at just before 09:00 and just in time for breakfast. The lady running the B&B is very surprised as we all pile in the front door. She thought we were all having a lie in and did not realise we had left at 05:30 to catch the train. Not a bad day so far 3 locos before breakfast.

We were members of the Irish Traction Group and a visit to Inchecore Works had been arranged for any group members who wanted to visit. This was the plan after breakfast. We caught the bus out to the works and joined the other members taking the tour. It was always interesting visiting the works and in this period many “A” Class were still undergoing major repairs, Mk3 push-pull stock was under construction and many long withdrawn locos still littered the works.

After the works visit the plan was to cover as many as possible of the Friday only trains that operated out of Dublin Heuston. A good but uneventful afternoon was spent catching various loco hauled trains. It was than back to Ryan’s Bar on arrival in Dublin.

Saturday 12 October 1991

035 makes a photo stop at Tipperary on the ITG Railtour 12/10/91

Ride on G611? Cahir 12/10/91

It was an early morning bus ride across Dublin to catch the ITG Railtour. The tour was booked to run down to Bray then run round and collect the ferry passengers on the way back at Dun Laoghaire. As the engines were running round the first Arklow to Dublin train arrives so we left the tour and travelled through to Dublin Connolly where we waited for the tour to catch up. The tour ran on time all day. The highlight of the day was the stop at Cahir where G611 was on about 50 feet of track and rides were given up and down the track with people clinging the loco.

After the tour it was back in the 90 bus to Heuston and Ryan’s Bar.

Sunday 13 October 1991

There is very little public transport in Dublin on a Sunday morning. There was a train from Connolly to Dun Laoghaire to connect with the ferry but no way of getting to Connolly station. The only way to cross town was by taxi. Two taxis were ordered. At this time in the morning there was absolutely no traffic about and we crossed the town centre at about 70 m.p.h. and traffic lights were optional. Just the thing to cure a hangover.

The morning bonus was that the booked DART was replaced by a train formed of loco and coaches.

We joined the ferry and found our favourite location in the bar. Some of the group were still quite hung over from the Guinness of the previous day both on the tour and in Ryan’s Bar after the tour. The best solution was considered to be some hair of the dog (more Guinness). I regrettably could not partake as I was the taxi driver at the other end. In 1991 this route was operated by conventional ferries and the crossing time was four hours, plenty of time to drink Guinness and visit the Duty Free, as this also still existed in 1991 for journeys in the EU. It was possible to procure more Guinness for the train home. The HST was joined for the journey to Crewe and the drinking continued on this train and also the final leg home.

As you can probably work out by the time we reached home the team was a little worse for wear except for me who had not been drinking. I had to take my friend home to his wife. He was not in A1 condition after nearly 12 hours drinking Guinness, a better description being p*****d as a f**t. This was going to be a tricky situation to handle and going to have to be handled with some diplomacy and tact. I went for the sit him on the doorstep with his bag press the doorbell and drive off approach. This worked very well except for every time I have seen his wife since she reminds me of the time we got him drunk, dumped him on the doorstep and drove off. Ah well it seemed like a good idea at the time.

This was a most amazing week it is a shame that in 2010 the railways of Ireland have followed the UK and loco hauled trains have virtually disappeared and these trips can never be repeated.

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