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18-02-2012, 13:52   #226
gsxr1
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It is Galway Station. Redundant levers .
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25-02-2012, 19:11   #227
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A guy managed to get a tour of VIA Rail's Winnipeg Maintenance Centre including a look inside a rebuilt EMD F40PH - here's a photo of its 16-645 prime mover.
.
More here:
http://blog.traingeek.ca/search/label/wmc
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25-02-2012, 20:30   #228
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A guy managed to get a tour of VIA Rail's Winnipeg Maintenance Centre including a look inside a rebuilt EMD F40PH - here's a photo of its 16-645 prime mover.


More here:
http://blog.traingeek.ca/search/label/wmc
Nice. I love GM engines!
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27-02-2012, 14:37   #229
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Amiens street 141 and 121 around 1967

Breakdown or were 141 and 121s compatable then ?
Attached Images
File Type: jpg 141 towing 121.jpg (199.1 KB, 174 views)
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27-02-2012, 14:48   #230
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They've always been compatible I thought, lots of photos of the two class in multiple on beet trains.

What's being built in the background? That area now is offices in Harbourmaster Place, I think.
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27-02-2012, 15:18   #231
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Looks like a failure to me. The 121 is facing the wrong way for a double header.

The 121s were not capable of multiple working from new, they was retrofitted a while later, primarily as a reason to prevent them running bonnet first or having to be turned on turntables. Once fitted, they could work with a 141 or 181. Chances are, when this photo was taken, that the 121s did not have their MU gear yet.
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27-02-2012, 15:23   #232
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That's Sherriff street sorting office for the post. It even had it's own bar so no excuse to leave the job !!!!
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27-02-2012, 15:28   #233
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Nice footage of the small GM'S hard at work here including a 121 and 141/181 hauling Beet http://www.youtube.com/watch?v=nyMtC...eature=related
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27-02-2012, 15:38   #234
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Looks like doubleheading to me - surely those are passengers on the train - there again it's probably my eyesight.
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28-02-2012, 00:21   #235
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Why use two smaller locos on beet trains when larger locos were available? Were 071s reserved for passenger trains?
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28-02-2012, 00:25   #236
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Why use two smaller locos on beet trains when larger locos were available? Were 071s reserved for passenger trains?
I'd say so, they would have been needed for Sligo and Rosslare services as well as some Waterford and Galway trains. Not to mention the Taras where they were, and still are, a must.
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28-02-2012, 01:07   #237
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121/141/181 classes were the main intended motive power on the beets from the mid 90's, mainly because they were surplus to requirement's elsewhere as their duties were passed on to other loco's and DMU's. 071's also found their way onto the beets when they had less to do and could be spared for the whole season; this being the case as 071's could haul longer laden trains than pairs.

The photo below of a pair is probably a double header. In the 60's, Heuston was closed on a Sunday so Connolly was used for all ex Dublin departures and arrivals. The Park Royals which are in the consist were then considered the best coach before Cravens arrived on the scene so chances are that it is a Cork bound train. These were often doubled headed to help keep up speeds on select heavier services so a pair would be common enough on . If you look closely the lead locomotive is moving away from the platform while it has a single lamp on it's front; this showed that the train was an important service of some sort and not on shunting or transfer duties.
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28-02-2012, 01:54   #238
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What loco was that on the right at 8.mins and 1 sec on the video??
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28-02-2012, 09:02   #239
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What loco was that on the right at 8.mins and 1 sec on the video??
That looks like B103, it belongs to the ITG.
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01-03-2012, 10:23   #240
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Victor

why use two smaller locos on beet trains when larger locos were available? Were 071s reserved for passenger trains?

Normally between the 1960's and early 1990's, the A (001) Class were pretty much standard on the Sugar Beet trains. This was because they had a 'go anywhere' 14 tonne axleload. This enabled them to cover a much wider spectrum of routes.

It is hard to believe, or remember that the 071 Class were the 'elite' on the system, and were worked intensively, and worked hard on a daily basis from their arrival into service in 1977 (They were tested in 1976, but drivers were initially not keen on them because they were a nightmare to start up apparently).

Due to lack of investment, a shortage of funds, the locomotive fleet was gradually run down, despite the trojan efforts of engineers at Inchicore to keep things 'on track' pardon the pun. There was a lot more freight back then, be it:

- Mail trains (Dublin-Cork/Galway)
- Cement
- Asahi to Ballina
- Containers
- Sugar Beet
- Tara Mines

So the mixed traffic idea, concept of using locomotives on both passenger trains and freight made perfect sense at the time, and the economies of scale, although unseen were greater.

But railfreight, from an accounting perspective had a huge weakness. If one customer was lost, then the whole trading sector was affected. This was predicted in an Oireachtais investigation into Iarnrod Eireann and CIE under the auspices of the (then) Transport minister Michael Lowry, who may have been working on another, more sinister agenda. Luckily, we did'nt find out if he was or not.

This investigated why the 201 Class locomotive were procured instead of more Multiple Units. There were comments from drivers back then such as:

"Sure we could have got 50 more of the 071's for the same price as 30 of those fancy new yokes with computers, bells and whistles we hardly need in this country"

There was a locomotive shortage in Ireland from the time the DART was introduced and the C type 201's were withdrawn, to the arrival of the GM 201 (River) Class. This was particularly acute in 1986-1987 when the 071 class had to be withdrawn due to bogie cracks. Apparently the boys in Illinois had never been told that they were going to be worked on heavy express passenger trains at 75mph/90mph on a daily basis.
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