ttc0169

Just need to find the right programme to put the diagram onto.....

If the said coupling broke between the Cravens and the EGV then the locomotive could be used to shunt the coach quickly to a siding, Mk2 coaches had buckeye couplers while Cravens had screw couplings

No-Mk2s normally operated in fixed formations on a diagram that started and finished in Dublin Connolly or Heuston stations, On rare occasions if a fault occurred with a Mk2-then the coach would be locked off with passengers moved to another coach-with the offending coach being shunted next to the locomotive when returning to Dublin.

When the Ballina branch Cravens and GSVs needed to be swapped out for exams the replacement coaches would be taken from the Friday’s only service, When Mk2ds replaced the Cravens on the Fridays only service it was normal practice to attach the replacement coach between the locomotive and Mk2d EGV on the outward journey and again after shunting took place in Ballina the coach or GSV would be attached between the locomotive and first coach, On a few occasions I witnessed a Cravers coach ‘tagged’ onto the rear of the Mk2s,this technically wasn’t allowed due to the screw shackle being used to couple to the Mk2,had the coupling broken then it would have been difficult to recover-although the emergency coupling could have been used it would restrict the speed of the train to 25mph. Passengers were not permitted to travel in these coaches and they were always locked out of use while the rest of the train was in service.

Not as yet Stephen.... it is something I must do at some stage

Both upper and lower levels are connected by a single track-no room for a helix/

Thanks Graham, The main layout is 16ft x 12ft and the lower level is 12ft x 14ft.

Friday 01/01/21 Riverside permanent way depot, With the gates to the depot closed for the holidays ,a skeleton staff were on duty earlier to shunt some locomotives around the yard, 082,074,161 and 183 were all started up and checked out by the resident fitter before being shutdown again.

As the last of the CIE road freight trucks arrive back at the Lakeview freight yard-its time to close the gates to the compound and wish everyone a happy new year

Happy New year to all....

A new arrival at Ashburton grove MPD.

Another supply of Guinness arrived at the Lakeview freight yard tonight, 134+124 were the locomotives in charge...

Four hours of non stop action condensed into a five minute video of Christmas Eve operations on Tara junction, 127 arrives at the platform with the passenger & mail train from Cork, 132+126 pass with an up Westport Mk2 set closely followed by Push pull set control car 6101 leads the set which is being pushed by 130 forming a Limerick to Dublin service Then 187+129 lead a ten piece Mk2 a/b set on a Galway-Heuston working Lastly and most importantly 134+124 lead the laden Guinness liner through Tara junction. Enjoy

Happy Christmas from all at Tara junction.

Happy Christmas from all on Tara junction and all the best for 2021.

A new arrival at the MPD on Tara junction.

Are you on commission?

A rare occurance 132+126 replace a 141/181 on the oil wagon transfer.

S F A.....!!!

Hi George, They are battery powered with the unit fitted into the hopper,some modification is needed to remove the interior detail to allow the battery pack sit in place. This allows for the ballast load to cover the battery housing and this can be removed to switch on or off the lights.

Before the Christmas passenger rush takes place, the chief civil engineer at Tara junction decided to some some ballasting work around the station and tunnel areas This involved the use of three ballast trains-two two axle hopper trains and the bogie HOBS set, Here we see retro liveried locomotive 071 hauling the laden HOBS through the station to the discharge point in the tunnel, The HOBS have been fitted with external lighting-just like the real train

Unfortunately I have had two locomotives with broken vacuum brake pipes-129 and B132 both on the cab end,however I swapped around the brake pipe on B132 from the nose end to the cab end and replaced the nose end with a spare vacuum pipe from the IRM 42’ bogie wagons, On 129 I decided to replace the vacuum pipe on the cab end with the IRM brake pipe-which is stronger than the MM one. See before and after photos below... The hole needed opening out a little more to accommodate the IRM brake pipe.

Sunday night freight on Tara junction. New arrival locomotive 129 is seen here working in multiple with 187 as they haul the heavy laden bogie cement liner through Tara junction heading to Cork from Platin cement works. 129 has been fitted with a 567 power unit while 187 has a 645 power unit. The bogie on 129 have been given a light dusting to represent cement dust and this has highlighted the rotating axle boxes to good effect.

Thanks Rich, Wasp stripe boards seen here on 177

With thanks to Glenderg models for the stunning tail lamps-the 1991-2004 version is now on the rear of the gypsum wagons along with an IRM instanter coupling suitably weathered of course.....