Lough Erne

Weshty,

The tender in theory paired with 131 currently consists of the chassis as the body was completely rotten and broken up in inchicore around 2001 or so. The tender is a more modern tender (not an original Q tender) with roller bearings and was similiar (if not identical) to the old tender at mullingar. The current thinking is to build a Q class shaped tender i.e. straight sides with flared rails on top of the chassis in due course - donations and funding depending.

If it is indeed irish I would guess it is supposed to resemble a bandon tank judging by tank and footstep position though the cab lets it down as it is the wrong shape

I seem to recall when I was in inchicore, when the drawings were found 2 very large crates stuffed with drawings as well as the Beyer Peacock drawing cylinders for a few locos but I cant remember what they were now.

Horsetan - Will hopefully get photos on sat - A thought - Would any photos of 131 motion be of use as it is very similar and has the benefit of being on the floor in pieces eg close ups of the crossheads , eccentric rods etc

Horsetan,

As far as I am led to believe the RPSI have very few (if any) S class drawings and only one Q class drawing would you believe - which will make rebuilding 131 even more fun! esp when trying to replicate parts lost over the years. Incidentally, I am a semi- regular volunteer at whitehead and could take a few photos when I am down next week if you want to post a list?.

Looking at the prototype and the model there are a number of characteristic detail differences. Also the wheelbase looks a little longer in the model and the saddle tank needs to be flatter on top. However, I would say if the cab was completely rebuilt with rectangular windows, the safety valves replaced with Ross Pop valves and the sandboxes put above the running board you would get a fairly convincing representation of the T&CR loco.

The smokebox is a little far back as well though depending on how much surgery you want to do to it,I would leave it, but if you did modify it you could change the buffers as well.

From what i can find she was built in 1925 in Dundalk in the era before the GNR started to build coaches out of cardboard. It was a unique vehicle and was slightly longer than her M van counterparts at 62 ft over buffers. It was withdrawn by CIE in 1969 and I assume scrapped in that year.

All information about the train including times etc is on the rpsi website

http://www.steamtrainsireland.com/events/

The Dundalk railway society have chartered the train from Dundalk to whitehead and back on Sunday with 461 providing the motive power and a GM doing the carriage positioning runs.

The photo - I think is from 2008 - I recall being involved in the shunting that day.

Unfortunately it will be a while before 171 is in steam again, however 85 may make an appearance before the end of the year though it is looking less likely as time moves on, as it will require extensive running in prior to hauling timetabled trains.

As regards 131 it is most unfortunate that in its life between Dundalk and arrival in whitehead a few bits have gone missing/ deteriorated to nothingness which while not impossible to replace will add to the time and cost of the project.

It was an industrial railway and was established in the 18th century

Where and when was the first railway in Ireland

Clue - not Dublin

186 was in fine form on both Saturday and Sunday last. Shunting the yard on the Saturday and then out on the mainline to Larne Harbour and back. Would recommend trying to travel behind her before the end of the year.

It is fairly certain that she will remain out of traffic for at least 10 years,(probably 15 or 20) however by the end of this year she will require some major boiler surgery which is very expensive and is getting no cheaper. But from analysis of the last 5Ft3 mag in the next few years as Garfield says 85, 4, 3BG, 171, 131? will/may be overhauled. This list does not include retubes (every 5 years on average), new superheater elements, worn chimneys, running repairs, carriage repairs, outside contracts etc.

Also from 5ft3 186 is not suited to long operations on the main railway, due to capacity, timetables, speed etc however she has put in several fantastic runs of late (the cultra charter being one) and is ideal for short haul (santa trains) or sunday afternoon excursions.

85 will not be featuring on the 13th and will not feature on the broomstick belle judging by the requirement for adequate running in and remaining work to be done.

Yes, very interesting and promising. I've built a few bits and pieces to narrow gauge prototypes for a short garden line. The line itself follows real practice by floating in ballast - however due to other commitments the head ganger and his team will not be receiving any prize length awards due to vegetation that makes the burma road (about 2002 prior to clearance) resemble the GNR mainline in the 1930s!

I enjoyed reading the history of the branch though I do wonder about the dual gauge bit. I imagine they would have gone for the standard gauge option to the mine if the branch had been built.

As regards the turntable I would install the walkways and handrails with quite a narrow clearance. - speaking from experience it can be quite narrow between loco and handrail!. If you are concerned about hiding the detail of the table you could say that the boards on one side have been removed for replacement?

For a little background reading on the enterprise this may be of interest

http://www.steamtrainsireland.com/brochures/1987_40th_enterprise.pdf

Would agree with Gg - it is a fantastic model and the turntable looks the part. All you need now are the cantilevered walkways, well weathered handrails and the addition of timbers between the rails on the deck.

Now that the layout is named have you developed a suitable history for it and how it came to be?

The H van body can be found on Inish Mor Island I think?

The 'in the city' clue is the tram system in Belfast I think.

Summarised From N Sprinks book - there were a number of schemes the most promising of which, was the approach coming from the Arigna - Dromahair Railway Promotion Committee (1903) which was an independent concern. This approach was not supported by the railway due to low capital but the slncr did offer to work it. In 1907 the independent Sligo and Arigna was set up which the slncr initially opposed, but later due to better mutual understanding they withdrew their opposition. However this line would have as you said gone west and headed south east to collooney joining the mgwr at the townland of toberscanavan (1 mile south of collooney). Surprisingly it seems that the MGWR agreed to this, though due to its position would be worked probably exclusively by the MGWR giving little excuse for mixing with the SLNCR.

In my opinion if you want to mix it about, have the line built to link in with collooney and operate it as a joint concern. Sprinks does note that proposals to run from Arigna to collooney continued to 1914, until after ww1 where the C&L got in on the act and as they say the rest is history.

532 was broken up I think in 2001/02 though I can't remember exactly. As regards Railcar 1 I am led to believe that once work has started on the new exhibition shed at whitehead railcar 1 may be subject to a cosmetic restoration inside and out depending on available funds. One point in her favour is that a lot of restoration work was done in the late 80s - replacement of structural timbers etc,

Without wanting to be controversial I would say the only reason to preserve a castle class would be as a warning to future generations!. - I am sure anyone who traveled more than 15 miles in one will agree.

It looks like a GSWR 12T van series 8670-8679, however I could be wrong. If it is, it would be identical to the van at Dunsandle.

Looking at the video, it would seem that they could well be some local lads. Certainly a relative of mine when younger spent most of his afternoons after or possibly during school hours going down to Yorkroad and at the age of 14-18 he and his friends drove and fired the stone trains under supervision on the mainline and often ran the locos round the trains prior to banning of double heading. It certainly was a lot more easy going then, judging by the miles of cine film in the house.