josefstadt

Never were truer words written David.

The Midland Yard in happier, pre-container, days in the early 1960s:

Lovely stuff Nelson, especially the layout. Pity the weather was a bit bleak for your cruise on the Waverley. Thanks for posting.

Great find Anthony and thanks for posting it. Brings back great memories - one of the people on the Point Depot's fire escape steps is me.

Progress might have been 'slow over the last couple of months' but the quality of the end product is outstanding!!

+1

Posted by Mark Gleeson on the Rail Users Ireland forum on 10 February 2011: 'It was surplus track dumped at Campile that went missing. The rail line remains intact'. The theft happened over the weekend of 22-25 January.

As far as I can remember these indicate that sighting distances might be compromised by Vegitation.

The Irish Railway Record Society (IRRS) have arranged a diesel Railtour on Saturday 18th July 2015 using the RPSI Cravens set and GM 071 class locomotives (subject to availability). The scheduled route is Dublin Connolly (dep 08:05) - Portarlington - Claremorris - Ballina - Claremorris - Westport - Claremorris - Portarlington - Dublin Connolly (arr 18:54). For more details and the booking form, please see the IRRS website: http://www.irrs.ie/

Should have gone to Specsavers! Thanks for the correction - date in the top post has been changed.

The weed spray train is scheduled to travel over the South Wexford line on Thursday week, 25 June. It is booked to depart Waterford at 09:00, arriving at signal WD361 at 09:15. It will enter the Absolute Possessions (Waterford-Wellingtonbridge and Wellingtonbridge-Rosslare Strand) at about 09:20. After exiting the possessions at Rosslare Strand it is due to depart for Rosslare Europort at 13:20. It will return to Wexford at 14:00.

I've just come across this point, so apologies if a reply has already been made elsewhere. It is not correct to say that 71xx should be a first class coach and 7151 a composite coach. The MkIII hauled stock did not follow the same convention of vehicle numbering as the MkIIs. While the EGVs were numbered 76xx and the catering vehicles were 74xx, all the general seating coaches (First, Composite, Standard classes and the Executive Coaches) were numbered in the series 7101 - 7172. There were no vehicles numbered 72xx. For example the Executive Coaches were 7161 and 7162; City Gold (2 + 1 seating) coaches were 7104, 7133 and 7156; First Class (2 + 2 seating) coaches were 7107 and 7157; Composites were 7165 to 7172 and Standard Class vehicles made up the balance. There would have been some variations in these details over the years.

Good show, as usual. Picked up a bargain rake of DB bogie hopper wagons.

Hi Jim and, as the others have said, welcome to the site. At a guess I'd say that it would vary from depot to depot. Also it would depend on how long the loco was going to be on shed before its next duty. Usually washing amounted only to cleaning the cab windows and around the numbers. Certainly there was no cleaning around the fuel filler area so the question of fuel spills dirtying the loco didn't arise, so the jobs could be carried out in any order.

Spot on Jawfin, it is 6203. Both it and 6205 went to Killashee House Hotel outside Naas in July 2009 for conversion into a restaurant. However, these plans failed to materialise and 6203 was subsequently aquired by Caragh Nurseries for use as a cafe. Unfortunately, 6205 was left in the open at Killashee House Hotel and was heavily vandalised. By 2013 it was in a very poor state. See 'The Wanderer's Photographs' site for pictures of the two coaches.

They would not be classification lights as used by American railroads. Nor would they have been used to indicate the type of train (with the exception of shunting movements) as lamps were used in Britain. I suppose that they could have been considered as electric versions of the traditional oil lamps, though they were not used as such initially.

Voted. Good luck Roy!

Having seen what Paul produced in his 'Wellingtonbeag' layout I am certainly not surprised with the quality of 'Connolly'. And wait until he gets his DART units from Eoin ....!

Looks great Alan. While the 08 and the D Class might not be 100% identical in real life you have produced a model that is a fine representation of the latter. As burnthebox says the problem with the roundal looks like weathering and that you are happy with the end result is, after all, the most important thing. Keep up the good work and more pics please!

As irishthump says the light on the right-hand side and the inner one of the pair on the left-hand side were white marker lights. At the time the 121/141/181 and 071 classes were delivered the use of integral lights as tail lamps was prohibited and light engines carried an oil tail lamp as can be seen in the picture (just above the left-hand white light). The red marker light was used during shunting movements when a white light and a red light were illuminated at both ends of the loco at the same time. This eliminated the need to continually be switching lights on and off as the loco changed direction. Shunting locos didn't carry tail lamps. As far as I can remember the use of integral lights as tail lamps only started in the 1980s - the DART units when on trial even carried oil tail lamps!

Looks fantastic TDR! Love the look of the viaduct with the town behind it and the view from the platforms with the signal cabin, water tank and turntable. Both look very realistic. Are the logs on the timber train real wood?

Making great progress Noel!

Fantastic work on the coach Popeye and also on the cement bubble.

Why so? Has the Belfast and County Down Miniature Railway ceased operations? If so, that would be a terrible shame as I'd love to have seen their GMs and Hunslets in action.

Two of the 'timber framed' coaches, 1365 and 1935, survived. 3191 was badly damaged in the crash and was written off November 1981; 1145, 2408 and 2412 were totally destroyed in the crash, while 1491 was severely damaged - all four were written off in September 1980; 1529, 1527,1508 and 1542 received varying degrees of damage but were all repaired and returned to service; the last three vehicles, 1541, 1365 and 1935, did not derail and returned to service. Two of the Cravens were subsequently involved in further accidents - 1527 in the Cherryville Junction crash in 1983, while 1508 and 1529 were in the Belview derailment in 1993. 1508, 1529 and 1541 are now with the RPSI.