Mayner

Interestingly someone converted a Triang Jinty into a 'close enough" J11 during the early 1970s, there was a Railway Modeller series of articles on modelling corrugated iron buildings in card which featured assembling models based on Kenmare Goods and Carriage Sheds the 0-6-0 tank loco had a distinct GSWR cab, but no info on the loco. This was before the Modeller featured the OO Malahide & Dromin Junction layout as Railway of the Month in May? 72 and an article on Irish Broad Gauge modelling by Tim Cramer which featured several scratch built 21mm gauge locos incl a Bandon Tank, No90 a J26, a J15 Classis and Wills N Class Mogul modified to run of 21mm. Probabably inspired me to attempt a Midland Std Goods (J19) plasticard body on Triang-Hornby 0-6-0 chassis, a DSER 2-4-2T in tinplate on a Nellie Chassis (damaged the chassis) & a SLNCR Large Tank (tinplate (soft drinks can) a re-wheeled Triang Princess chassis (driving wheels from Triang 0-6-0. Not sure if a current rtr manufacturer supplies a 'basic" reliable loco suitable for kitbashing/donor chassis for an Irish loco, current generation of RTR locos tend to be expensive, highly detailed and fragile for the kind of kitbashing or use with bodyline kits practiced/available in the distant past.

Very neat job Harry I settled on Tamiya "AS-12 Bare-Metal Silver" aerosol for silver/unpainted aluminium CIE coaching stock after several unsuccessful attempts with different 'silver" aerosols. I finish with a Tamiya semi-gloss aerosol to seal the model after applying the transfers.

The Scammell shunter/tractor (cab, bonnet, fenders almost a primrose yellow) appears in a photos of 132 shunting at Oranmore in 1976 in "RailsThrough The West." The Scammell seems to have been stabled in the ex MGW goods shed when not in use shunting!

Remember hearing at IRRS Dublin annual Slide Show many years ago that: (a) it was originally intended to include the new 121 Class in the same power Classification as the ex-GNR(I) MAK beccuse of their lower gross horse power and TE than the B101 Class Sulzers and use the locos on secondary main line services. (b) the new locos were initially rostered on less demanding (slower) main line and branch line duties. One of the Links was a daily (down morning/up afternoon) Galway Mail Train working, with the 121 filling in on Galway-Tuam passenger trains. (c) The Galway/Tuam crew apparrently operated the 121 'long hood" leading for a period turning the loco on the Galway & Tuam turntables. In the United States 'road switcher" locos were originally set up to run 'long hood" forward/leading including some classes introduced in the 1960s. (d) The B121 seemed to prove themselves as a 'top link" main line passenger loco after successfully working CIE Enterprise services soon after their introduction. A favourite of mine I mainly remember them in pairs working Connolly-Rosslare and Sligo passenger service and an afternoon Heuston-Westport services during the late 70s-early 80s

A brass neck tends to go with the territory. A claim through the Small Claims court https://www.courts.ie/hubs/small-claims or Consumer Protection Legislation https://www.citizensinformation.ie/en/consumer/consumer-laws/your-consumer-rights/#730206 may be quicker/more effective than an criminal prosecution by the Guards. If push comes to shove in a successful Civil Case you can potentially send in the Sheriff or Debt Collector to recover whatever is owed plus their expenses. The evidential requirements for a prosecution are greater than in a civil case, the Guards must establish beyond reasonable doubt that the defendant has broken the law, DPP (Director of Public Prosecutions)won't take a case to court unless there is a reasonable chance of success and that its in the public interest. Potentially looking at min 12 mths following complaint for case to reach court (if accepted by DPP), if successful potentially looking at a warning/ suspended prison sentence, small fine and possible reparations to the victim.

There is a colour photo of Ballysodare mill in the 60s in Rails Through the West JHB & Barry Carse. One early 60s AEC Mammoth (8 legger) grey (possibly) bulk grain body? amid a sea of IRM H & Bulk Grain wagons and what looks like a solitary Pal Van. Whatever the gauge, scale or track standard modelling the Mill Yard would be a challenging project.

Typical 1950-era Irish trucks and loading!, most likely contractors hauling beet to the railhead possibly on contract to CSE or CIE. One noticeable difference between Ireland and the UK practice was that up to the 1990s Irish operators usually loaded trucks to the up to the max they could physically carry as opposed to the the legal max, gross weight. Bodies of tipper & readymix concrete trucks tended to have a higher capacity than contemporary trucks operating in the UK. Timber dropside bodies remained popular on tipper trucks until the mid-late 60s, Irish metal tipper bodies (Thompson Eng) were quite different in design to UK practice and unlike available die cast models. This was brought home to me when I began working for a London based ground work contractor, in Ireland we typically carried + 20cu/m of material on a 3 axle truck our 4axle "Maggie Deutz" trucks (with lower profile body) were used to carry the same vol of material in London. GLW enforcement appeared to have tightend up by the timeI resumed working in Ireland in the mid-1990s, there was little difference in practice beeween Ireland and UK. As a kid I was probably more interested in trucks than trains, my Dad once had a sand and gravel business which delivered sand to building sites in Dublin with his own trucks, but business was long gone before I appeared! Growing up in the 60s there were several hauliers/carters who parked their trucks on the streets/wasteland in our neighbourhood rather than in a yard, one haulier had a fleet of several Ford Thames Trader tippers (high sided woodend dropside bodies) that did contract work for the local Councils, I saw my first Hino an artic in use with a long distance haulier parked on the main road outside the drivers house around 1968.

Large companies such as CIE, Roadstone tended to but AEC/Leyland trucks smaller operators and owner drivers tended to use 2 axle trucks Ford, Bedford, Dodge with Hino becoming a dominant marque during the late 60s. Growing up in the 60s some normal control models such as the Leyland Comet were still in use with engine/over forward control dominating, Models like the Bedford TK and tilt cab Ford, Dodge and BMC models appearing during the mid 60s. While CIE held a dominant position and larger companies had their own fleets, owner operators (hackers) running their own trucks (unbranded) were significant e.g. delivery from merchants to building sites & farms. CIE is likely to have used owner operators to deal with seasonal peaks such rail from farm to railhead during the beet campaign. Owner operator trucks tended to be 'unmarked" without ownership or fleet details, trucks delivering to building sites in the 70s & 80s sometimes could be quite decrepit.

Comparison of Galway and Sligo line workings from the 1960 and 1980 WTTs indicate that the Sligo Night Mail was an out and back working from Sligo and the Sligo "Day Mail" in the 1960WTT was a through train to & from Dublin. The Dublin-Galway 'night mail" were the only scheduled mail working on Mullingar-Athlone section in the 1980s timetable, the "day mail" that operated between Dunlaoire Pier and Galway had been withdrawn in connection with DART works. Although the 'Day Mail" 1980 WTT. During the 1980s the consist of the early morning 08:00? Heuston-Galway and its mid afternoon 15:10? return included a TPO and a Luggage/Brake in its consist. During the 60s & 70s Day Mail connected with Sealink Mail Boat service to an from Holyhead running through to and from Dunlaoire Pier. The Day Mail was cancelled when the connection to the Pier was severed in connection with the DART during the late 70s and Galway Line passenger services reduced from 5 to 4 return trains daily. The note (Ltd) in the train describition on the WTT indicates that the train operates as a mail train with limited passenger accommodation often 1 coach. I travelled a couple of times between Connolly and Galway on the 8:40 during Aug 77-78, mainly carrying passengers off the overnight Holyhead boat usually hauled by a 001, of conventional stock with buffet car possibly 7-8 coaches unfortunately don't remember if a TPO or vans were attached. Night Mail may have included fitted wagons as tail traffic at least up to the 70s. I have a photo of an Up Night Mail arriving at Ballysadare in the early 60s consist made up of B149, 4w heating Van Black & Tan, ex-GSR side Corr coach Late 50s Green, Bogie TPO (possibly ex-GSR Green, approx 3-4 H vans. David Malone supplied photos of 4w Bullied Vans in consist of Night Mail during late 60s-early 70s, 4w Post Office van marshalled next to loco ( window side of PO Van facing North/East luggage bags on hooks) followed by Hooded vans with 4w heating van marshalled at rear of train, may not have retained passenger accomodation? The 1980 WTT indicates that the Night Mail may have lost its passenger accommodation, vaguely remember seeing 'a jackpot" with three trains crossing at Maynooth one evening during the early 80s. The down Sligo Liner was first to arrive and was propelled into the layby siding at the Leixlip end of the station, the Night Mail was next to arrive and routed into the passing loop, 141 Class, BR Van, TPO and a number of Luggage/Brakes. Up Sligo Pass arrived pair of 121 Class don't remember if coaches were Supertrain of conventional stock-----------its now a long long time ago! A Westport portion of the Night Mail may have operated into the 80s, I remember seeing a photo of a 141 + 1 Luggage Van with An Post Renault 5 Van waiting at Roscommon. Presumably An Post Staff had enough time while between Connolly & Athlone to sort Mayo Road mail. Down Trains 1960 1980 Galway Pas. M Galway Sligo Westport Pas Mail (Ltd) Dublin-Galway Mail M-F Westland Row 8:40 am 8:10 pm Connolly (Mail Centre) 21:45 Mullingar 9:55 am 10:03 am 9:30 pm 9:48 pm 22:57 23:07 Athlone 10:56 am 11:04 am 10:44 pm 10:56 pm Galway Pas M Mullingar-Sligo Mail T:S Westland Row 9:25 am Mullingar 10:40 am 10:46 am 11:25 pm 00:35 Sligo 1:30 pm 2:20 am 2:30 1960 1980 Up Trains Galway Pas. M Galway Sligo Westport Pas Mail (Ltd) Sligo-Mullingar Mail Galway 3:30 pm 8:15 pm 22:00 Athlone 4:59 pm 5:12 pm 9:51 pm 10:05 pm 23:10 23:20 Mullingar 6:07 pm 6:19 pm 10:56 pm 11:15 pm 00:18 00:33 Connolly (Mail Centre) 01:45 Westland Row 7:40 pm 12:40 am Sligo 2:25 pm 7:30 pm 19:45 Mullingar 5:13 pm 5:18 pm 10:55 pm 11:15 pm 22:25 Connolly Westland Row 6:38 pm 12:40 am

I was responsible for concrete paving on housing and commercial projects down the years! Concrete paving practice changed significantly down the years (a) originally concrete paving/hardstanding was laid in bays up to 6-8' square 6'' mixed and placed by hand. Concrete bays on roads/footpaths and large areas tended to be cast in alternate bays to counteract shrinkage. Rebates (gen 1'X1") were formed at joints in road paving and filled with bitumen to prevent water seeping through to the sub-base and damaging the road. (b) Bay width increased to a max of approx 12' from the 1920s onwards with longitudinal joints every 15-20', rebates again formed in joints in roads and filled with bitumen, typical Dublin Corporation road of the 20s-80s era. Roads had a tamped finish (improve traction/skid resistance), with a smooth (bullnosed) trowel finish at joint. In Ireland and the UK footpaths and paved areas where people were walking received a brush finish, joints barely noticeable in the smaller scales. The length of bay that could be physically be placed by a (4 man) gang in one day increased significantly 60'+ plus with the arrival of readymix concrete during the 1960s During the 90s we received a particular "brushed finish" spec for the floors in the Masonite Plant to overcome issues with wood dust and the adhesives used. (c) Significant change in practice occurred form the late 80s onwards with the widespread use of the power screed and the machine cutting of joints post placing. What does this mean to the modeller? Square/retangular bays up to 8' in bays placed up to the 1920s. Max 12' wide bays with longitudinal joints every 15-20' (bitumen filled joints in roads) concrete placed 20s-80s, barely noticeable joints concrete placed late 80s onwards. Relatively smooth non-slip finish in paved areas where people were walking/working, tamped finish on roadways. The main advantage over concrete over tarmac or stone/gravel paving is its duarbility & restistance to oils/chemicals and can be power washed Photos from Inchacore revealed some interesting points. 2'X2' paving slabs used on running shed apron during 80s/90s. Concrete paving with non-slip (oil/chemical resistant) floor paint finish inside Diesel No1 Mid 90s Deisel No2 /Ramps area tidied up with (fine) stone fill to rail level for Inchacore 150. Interestingly paving slabs apparrently in use of walking routes through Ramps area. Before the clean up! late 70s ballast/fines in in Ramps area filled rail level to allow access for maintence and repair work. Whenever visited the 'surface" in the Ramps area was very slippy with oil grease and water! It basically looks like anything goes in a loco yard from a concrete slab, to paving slabs or ballast brought up to rail level I seem to use 3-4mm mdf coated with fine dark grey scatter on the paved areas (roads and loading banks) of my 1950 ish rural Irish layout.

I have a 1952 photo of 666 "Himself" arring at Sligo with a train of 7 6w coaches and a 1957 Shuttleworth photo of 659 (belpair firebox) making up the Night Mail at Sligo complete with 6W Midland TPO. Apparrently the 650 Class appear to have worked the Sligo portion of the Night Mail in the 1950 until replaced by the A Class. Some proper MGW 6w coaches incl a TPO is still on my to-do list if I ever get round to it!

Hi Harry Nice to see progress building your 1950s passenger train & 650 Class. how did you form the Laminate roof it looks the part?

Ultrascale wheels are probably the best option if you are able to accept the long lead time (my last order fulfilled within 6mths), supplied to order complete with axle set for 21mm gauge, a decent crankpin system and no risk of tyres coming adrift from the wheel centre unlike AGW driving wheels, Sharman wheels next best alternative if you can source a set (possibly Brassmasters). Most of my older 25+year old 21mm gauge steam outline locos fitted with Sharman wheels, Gibson on more recent locos, I ran into a problem with driving wheels coming adrift from the centres during assembly and AGW steel crankpins ringing off. I now remove the tyres from the centre, de-grease,then re-assemble securing with Loctite, I use 14BA c/s bolt as crankpin, AGW crankpin bush and secure with brass 14BA nut, worked without a problem for 25 years! Most of my 21mm gauge diesels run on Ultrascale wheel sets with b-b set at 19.3. 19.3 B-B works with AGW OO/EM profile wheels, but 19.5 b-b with Sharman type B wheels which have a narrower tyre width than AGW or Ulrascale OO/EM profile wheels. I seem to have managed without a wheel quartering jig before buying a GW quartering jig about 20 or so years ago https://www.gw-models.com/product/wheel-press-quartering-jig/ been worthwhile having assembled several locos with press-fit wheels and hopefullyseveral more.

Getting complicated GSR/CIE loco grey. Its likely Inchacore formulated its 'loco' grey to its own recipe in house during the 1920s as RAL (German) & BS (British) colour codes only began to emerge during the 1920s. Although I recently (about 5 years ago!) had the grey custom mixed from samples provided by JHB, I personally believe Howes Railmatch 412 "Weathered Black" provides a more realistic effect on a model. I several of my locos assembled about 30 years ago (how time flys) are painted in "weathered black" applied by airbrush, those finished in a satin varnish appear 'almost black" well cared for locos/spruced up for railtours, those finished in matt black varnish as grey careworn locos almost on their last legs. 650 Class. The kit was eventually produced in three versions to covering (a) late MGW-GSR-CIE with round topped boiler (b) GSR-CIE with Inchacore cab slotted valences with round topped boiler (c) GSR-CIE with Belpair Boiler. Although the initail version could be assembled in MGW-GSR or CIE condition, I introduced version (b) to similify assembly for modelers wanting to assemble the loco in late GSR-CIE condition by eliminating the tedious job of cutting out the half etched slots in the valences. Interestingly both versions sold reassonably well and in equal numbers! I produced the X Belpair boiler version of the class in response to a customer comission, interestingly the Belpair boiler locos did not sell as well as the round topped versions. While I completed a OO gauge MGW model of the loco for my self, 5 years on I still have to complete the assembly of a pair of 21mm gauge versions for myself both in GSR/CIE condition one Belpair one Roundtop firebox. I guess one question is whether you will be tempted to follow De Selby's (Alan Edgar) example and assemble your loco with working inside valve gear. https://www.rmweb.co.uk/topic/175977-jm-design-650-class/#comment-5018653

Definitely worth considering building the West Cork 4-4-0T with a functioning chassis. Several years ago Richard Ellis produced a Shapeways GNR(i) 2-4-2T with a 3 D printed chassis and pony trucks, I dont know if Markits have resumed production but Scalelink https://www.scalelink.co.uk/acatalog/Locomotive_Driving_Wheels_.html appear to produce a range of driving wheels which may be suitable and straightforward to use. Coupling rods could be fabricate using Alan Gibson "universal" coupling rod set or even laser cut in nickle silver or even steel, PPD in Scotland offer custom etching and laser cutting services https://ppdltd.com/laser-service.html. Axle and bearing holes best reamed out and fitted with top hat brushes 1/8" driving axle, 2mm bogie carrying wheels, High Level and Branchlines (Advertises in UK modelling magaxines) supply suitable motors and gearboxes. Parrallel reamers (1/8" and 2mm) for opening up brushes/bearing holes for axles and set of Tapered Broaches for opening up holes in 3d printed chassis, and etched gearbox parts for bearings and holes in coupling rods. In full size practice castings/bearings/motion parts require machining to function. It might be worth considering printing the loco using a Far Eastern 3D Printing Service such as https://facfox.com/service/sla-dlp-3d-printing-service/ (my preferred supplier) rather than a desktop or home printer. The majority of my wagons were printed in a SLA resin with ABS properties to overcome the problem with brittleness inherent with the majority of SLA resins compitable with desktop printers overcoming problems with printing fine detail parts like brake gear and buffer heads. Facfox also has the capability to print parts in aluminium, a NZR 9mm scale modeller (NZR 3'6' gauge on O gauge track) had loco mechanisms (gearboxes, gears, chassis) printed in aluminium for diesel locos. Lower production/ printing ting costs largely off set the cost of shipping an item (by courier) from China. The shipping of a small order such as the parts for a loco or several wagons about €25. Customer service excellent (support staff understand my English!) we had some initial problems with parts damaged in transit, only recommendation would be to ask for individual parts to be wrapped individually in bubblewrap.