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re-boilered in due course, whence their working weight increased from 25 to 27 tons. Then when the lively traffic of the early 1900s begged further provision of motive power Stephensons supplied a more radically designed 0-6-4 tank. Weighing nearer 37 tons, it had a much larger grate, and employed Walschaert's valve gear. Though proudly hailed by C&L men, it soon proved a complete white elephant, for its long wheelbase had an incurable habit of spreading track. Even run bogie-first, the loco still created havoc. In 1923, after many years of low mileage, it was put up for sale. There were no bidders.
Once the GSR took over in 1925, Nos 5 and 6 were scrapped as being unworthy of repair. King Edward followed in 1934. Meanwhile, the fireboxes of the remainder were fitted with brick arches, to take Welsh coal; Arigna's soft product had never really given satisfactory results. One recalls that Mr. Maunsell of the GS&WR and Mr Glover of the GNR(I) were invited by C&L management in 1908 and 1914 respectively to adjudicate on this problem. Both advocated use of other coals.
From 1932 onwards Ballinmore suffered further reduction in status. Now all locos seeking heavy repair had to attend Inchicore for the purpose. Two years later, four Cork, Blackrock tanks arrived on the scene. They were hardly ideally equipped to handle coal trains, though their contribution was welcome none the less. Then, in 1941, came two Tralee & Dingle locos. Two more followed during the 1950s, and all engines and four C&L residents, adding a somewhat bizarre element to the end of yet another Irish narrow gauge railway.
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