Mayner

Theoretically it should be feasible for the business or group that takes over Worsley Works to supply their existing Irish models using the photo engraving/etching business that Alan currently uses to produce the models. Basically it should be feasible to supply existing models at marginal cost (cost of etching the model + P&P) the tooling (Digital Photo tool) was a once off cost in producing the initial order. While in my experience repeat orders/sales of existing etched kits/scratchbuilder parts are miniscule, I still find it worth my while to supply etched kits direct to customers from a photo engraver in the UK.

Probabably a case for modellers interested in Worsley Works Irish 'Standard Gauge" models to form a group to open a discussion with Alan on the future availability of these Irish models when he retires. The Worsley Works etches are an important source of parts for modelling the Great Northern (I), NCC, UTA and NIR, I suspect that a high proportion of kits/etched parts were produced in response to enquiries from modellers in Ulster. MED, UTA 6-7, MPD, 70 Class , 450, GN/CIE AEC, GN 700 & 900 BUT. It may be worthwhile reaching out to Colm Flanagan or Kieran Lagan who comissioned Worsley Works to produce etches for UTA/NIR railcars and stock and regularly post on RM Web. Its possible that modellers and Clubs in Ulster may already be working to ensure their supply of Worsley Works parts. As a manufacturer of etched kits/parts I suspect demand at this stage for Worsley Works Irish "Standard Gauge" models is extremely low, best supplied to order direct from the photo-engravers, and would not be viable to supply from stock. Perhaps supply through a club or an IRRS London Area "syndicate" with a royalty payment to Alan on each sale!

CIE introduced a concept of operating more frequent short trains at higher speed (on the main lines) in the 1973 timetable, 001 Class hauled MK2D sets typically loading to a max of 5-6 coaches. Increased frequency was typically by adding an additional fast or non-stop return working daily with 'named' services on Dublin-Cork, Limerick and Waterford routes. CIE decreased service frequency, and resumed running longer slower trains as CIEs losses increased in response to the 1st Oil Crisis, CIE began speeding up services in 76-77 by using pairs of Bo Bo on fast heavy passenger trains before the introduction of 071s. Typically MK2D stock was used on more lightly loaded Up Morning-Down evening Diagrams, while pairs of Bo Bos hauled conventional stock on the more heavily loaded morning services from Dublin to the provinces. Intense TV marketing "The Great Train Robbery" of the new trains in the early 70s seems to have lead to a 10% increase in traffic, but the Governments introduction of free secondary education in the late 70s and the opening of the Regional Technical Collages in the 70s probabably lead to an increase in young people remaining in Ireland and taking the train to the city or colleage early on a Monday morning (Ballina Sunday) and returning home of Friday evenings. "Branch Line" trains were not exactly common in Ireland during the 60s-70s. Apart from Loughrea the last of the rural 'feeder branches" had closed following the 1963 closure of Ballaghadereen, Youghal was more secondary main-line with direct passenger services from Cork, seaside excursion trains could be quite long. Limerick-Ballybrophy was operated as a main line served by two daily return services daily until Ballybrophy was modelled in the 1980s. CIE withdrew the Ballina Branch Passenger train following the 1963 closure of the Burma-Road passenger service and diversion of the daily Limerick-Sligo train to Ballina. The Ballina-Limerick trains appear to have typically loaded to 2 coaches (Laminate or 51-53 Stock) 4w heating Van, 4W TPO. A through Ballina-Dublin passenger services was introduced in 1972? when a Ballina coach "Brake Standard" was attached to Mayo Line trains between Dublin and Claremorris and worked to an from its destination by the Claremorris Pilot loco a 001. Later a 1951-53 Brake Std and a Park Royal were fitted with Storage Heating for use on the Ballina Branch. While Cravens and Park Royals tended to be used on mainline or suburban services, currently apart from the Silver Fox 1951-3 Brake Second/Standard there does not appear to be a suitable rtr brake for someone modelling the 60s-80s era.

In the absence of instructions "Building Coaches the Comet Way" is an excellent guide to building ocaches using Worsley Works Parts. Building Coaches the Comet Way2.pdf

I finally acheived reasonably reliable running with E421 after around 15 years storage! I completed E421 using a Shapeways 3D printed body with etched n/s detail parts on a Bull-Ant Motor bogies supplied to 21mm gauge, I recently re-gauged the loco to OO for use on a small dockside shunting layout. Loco turned out very tempremental in operation would run momentarily before shutting down shorting the DCC system. Eventually traced the fault to a break in the insulation on the feed from the power pick up on one side of the decoder harness, where the edge of the flywheel had cut an nick in the insulation. Problem solved resolved by moving the pick up leads away from the edge of the flywheel. I need to replace damaged decals on both E421 & G617, fit window glazing and complete paint touch up E421 and look at the options for fitting working lighting. E421 is fitted with a TCS decoder with 'Stay Alive" bought many years ago. Now that I have a couple of shunting locos that are running reasonably reliably on of the next jobs is to try and restore wireless DCC operation of locos and points and re-install the Kadee uncoupling magnets to restore hands free operation. Although currently hand operated points are wired for DCC operation with using Lenz Stationary Decoders I bought about 20 years ago

Info from P O'Cuimin Feb 1970 IRRS Journal Paper "Wagon SAtock of the MGWR Midland Hard Topped 1915 Covered Wagons for Guinness Traffic The MGWR predominentaly used Standard Covered (convertible) Wagons as opposed to Cattle Wagons to handle the heavy cattle traffic from the seasonal Fairs. The Midland listed 1646 Covered Goods & 635 Cattle Trucks in its 1910 rolling stock return. The 1924 return lists 459 Cattle Trucks ) no Covered Goods are listed in the 1920 & 1924. Although the Midland had a small (approx 400) fleet of covered Cattle Trucks, covered cattle wagons only became common on the Midland following the Amalgamation with the arrival of large numbers of ex-GSWR 14' Cattle Wagons (classed K) The MGWR continued to build its "Standard"7t -14' Covered Wagons with curving roofs up to the 1915 introduction of a 10t -9'6" ---16'8" (overheadstocks) covered wagon with continuous roof for Guinness Traffic. Released into service in 1916, Nos 19,46,112.127,235,286,302,332,448,492,561,579,812,839,899,936,945,966.988,1020,1-69,1173,1183,1409. These 'Guinness" wagons appear visually similar to to the outside framed vans used by the GNR(I) and SLNCR during the same era. The Midland had an earlier shorther curved roof version of the Guinness Wagon complete with large "Guinness" lettering on the side panels. I don't know whether the 1915 wagons carried similar lettering. Midland Hard Topped and Convertible IRCH pattern Wagons 1922-24. Between 1922 & 1924 300 1oT 10T-9'6" wb 16'11"(OHS) wagons were built to the IRCH specification-------------150 Open Centre. Height over rail of the open centre type 11'71/8 " same as the 1915 Guinness Wagons, Continuous roofed 11'5¼" 1922 batch:35,5587,131,279,809,838,859,884,980,1174,1186,1202,1211,1386,1388,1428,1482. 1923 batch 1,9,21,38,70,65,80,113,146,210,217,,217,217,533,609,620,636,707,806896,943,1091,1175,1412,1436,1473,1222,1737,1767,2110,2187,2288,,2430,2479,2535,2898,2909, and 3200-3350 1924 batch, 41,147,212,298,313,323,347,,363,398,401,,456,483,536,590,606,611,629,650,663,685,696,700,701,716,719,720,725,755,,762,779,,790,,880,891,905,908,917,927,944,951,953,959,961,990,992,993,994,1008,1031-33,1038,1058,1059,1188,1212,1726,1751,2037,2060,2095,2204,2296,2459,2664,2466,2468,2469,2471,2472,2480,2482,2488,2496,2499,2500,2403,2510,2526,2532,2533,2537,2543,2454. Models of IRCH vans My first attempt in 4mm was to scratch build the vans in plasticard about 30 years ago with scribed planking and Northwest Stripwood framing in 21mm gauge wusing SSM Wirons 'standard' Gibson EM/OO wheel sets with axles extended to 28mm by cutting and sleeving with 2mm brass tubing, models never progressed to the detail stage but look ok at a distance,I had a attempted to scratchbuild a MGWR 1875 Goods Brake during the same era with individually applied plasticard bolt and strapping detail on the timber framing. Jeremy Suter released a very nice whitemetal kits or the GNR/IRCH van, along with a MGWR "Open Box Wagon" and GNR & NCC Bread Container Wagons about 25 years ago but kits have not been repeated. I have a 'stash' of Leslies Provincial GNR IRCH Vans and Cattle Wagon kits, if I ever get round to assembling them!

The Chinese apparently see parralels between Trumps second Presidency with the turmoil of Mao's Cultural Revolution https://www.theguardian.com/commentisfree/2025/apr/14/china-donald-trump-mao-zedong.

Interestingly an early 1970s Railway Modeler article on layout by junior members of the Macclesfield Club opened my eyes to the potential of N gauge for main-line modelling in a scenic setting. The Macclesfield layout featured a quarry in served by a secondary 'trans-Pennine' line in a mountainous setting between two tunnel mouths, earlier the Modeler had featured a double track continuous line layout which featured a small station and a scenic section between two tunnel mouths on a 13'X2'6" baseboards made from two flush doors. Myself and another MRSI junior member developed the concept as teenagers in the mid 70s to a small station (& junction with a single track branch)set in the Pennines based on the "On from Holmfirth' layout plan/ concept published in the Modeler or Model Railways during the same era, using two surplus doors as baseboards. My scenic work was not great but at least attempted to model the moorlands above track level. Whatever about the ,imitations of our scenic modelling the double track continuous main line operated reliably and was a good showcase for what could be achieved running long main-line trains in a scenic setting within a relatively compact space. Unfortunately at the time there was little interest in N in the Club, 2mm finescale likely to be almost unheard of and the N gauge layout ceased to be used after a number of exhibition outings.

The rail reinstatement and the roading upgrades (Foynes-Rathkeale link road (dual carriageway) Rathkeale-Limerick upgrade to motorway standards) seems to be an EU Ten-T Regulatory requirement to upgrade Foynes to an EU "Core Corridor Port" https://sfpc.ie/limerick-to-foynes-road-networks/ . Basically an EU statutory requirement nothing to do with planned traffic flows.https://transport.ec.europa.eu/transport-themes/infrastructure-and-investment/trans-european-transport-network-ten-t_en Interestingly while Limerick-Shannon Port part funded the preliminary works (feasibility study-engineering design) and road improvements. the Irish Government appears to be fully funding the rail reinstatement works, so the Port haven't really any serious skin in the game if the rail link turns out to be a white elephant as JHB commented. Interestingly there is a Ten-T requirement that the Foynes terminal should be capable of accommodating 740m freight trains, whatever about the rest of the IE network. Going back to Wood Chips/Biomass probably cheaper to import from South America than Mill the wood chips in Ireland in a similar manner to former UK coal burning power stations importing wood chips (Sawmill waste) from Canada and rail it from Scotland to Yorkshire. Vaguely remember Cahirciveen power station burning locally grown biomass (larch?)about 50 years ago when converted from hand cut sod-peat to biomass. Very much a Gaeltacht make work scheme to reduce emigration/depopulation.

In the South the GSWR and DWWR/DSER transitioned to bullhead on main lines during the late 90s/early 1900s Other pre-amalgamation companies used FB. In the Baronial Lines of the MGWR Padraig O'Cuimin a recognised authority on the Midland wrote: "The branches (Loughrea & Balinrobe opened early 1890s) were originally laid with 79lb rails spiked to half-round sleepers, there being 1,940 per mile on the basis of straight track. Both lines were relaid in the tewenties with second-hand MGWR Main-line rails and most of the half round sleepers taken out" He wrote that the new rails included some 26' lengths but 23' rails predominated. Track was laid on a 12' wide ballsat bed 1'6" from railto formation level, the bottom level consisted of broken stone, ballast was originally gravel. There is some information on SLNCR tpw in Neill Spink's book based on the report of a 1906 derailment original 30' 60lb rail still in use originally laid on half round grooved sleepers although sleepers renewed at least onec. 11 sleepers per rail length held in position at every 4th sleeper by fang bolt withdog spikes at others. Inspector did not consider track strong but well maintained ballasted with'sandy gravel ..hardly any ballast at all" FB 84,90 & 95lb rail fixed to cast iron baseplates was basically the 'standard' PW used by CIE/IE on main and secondary routes laid with FB rail until replaced by cwr on concerte sleepers from the 1990s onwards. Photo from Kiltimagh on the Burma Rd

US Customs updates and publishes "Daily Foreign Currency Exchange Rate Multipliers" https://www.cbp.gov/trade/document/report/daily-foreign-currency-exchange-rate-multipliers which would apply on the date a shipment arrives in the US, not the date the customer paid for the order. I think safest option for US buyers is to wait and see what happens with the tariff situation during the next 3-6 months before ordering something, most of the high value IRM stuff is on a relatively long lead time and no firm delivery date for the Park Royal Coaches at this stage. Perhaps a facility for US customers to reserve a high value item like a loco or an IRC so they are potentially do not 'miss-out" and agree shipping options when the item is in stock. Although operating on a much smaller scale that IRM, I set up an option on my Shopify site for a range of shipping options including International Post, DHL delivery in place (customer pays duty and fees to DHL on arrival) or a DHL DTP (Duty & Tax paid) options. Shipping rates were largely determined by package size and weight, but feasible to use value as a determining factor. During the 3 years operation of the site I had 3-4 regular US customers who accounted for 15-20% of sales in terms of volume and value, with approx. 50 customers in the UK and Ireland with a high proportion of 'casuals" accounting for the remaining sales a much lower spend rate compared with the US. My American customers had a significantly higher individual spend rate than my UK and Irish customers, and by implication well worth looking after.

Interestingly the Irish Rail Freight Plan https://www.irishrail.ie/Admin/getmedia/685e9919-f012-4018-879b-06618bb536af/IE_Rail-Freight-2040-Strategy_Public_Final_20210715.pdf speaks about a new Container (Shipping) Service planned for Foynes initially targeting 2-6% of the Irish container market with 'aspirations to offer an alternative (compete with) Dublin. Possibly Chinese Belt & Roads intiiative with direct service from the Far East bye-passing British Ports? With an Irish Government committing over €100m to a rail link to the Port a €56m contracted awarded to Sisk and IE recently entering a 10 year agreement to purchase 400 wagonn the IE Railfreight Plan doesn'nt appear to be a flash in the pan. The regional Terminal proposals are consistent with current international best practice in particular operating rail terminals in industrial areas in colloboration with logistics business/road haulage operators makes perfect sense. Quite a change from 20 odd years ago when IE was forced to cancel an order for replacement container flats and bulk cement wagons because the Irish Government was unwilling to underwrite IE investment. Ten years ago there ware vague proposals to establish an Inland rail served port at Ruakura near Hamilton, negotions with potential tenants and port companies remained confidential until after contracts were signed, in 10 yeaars the area has been transformed from farmland to a major road-rail hub with warehousing complexes operated by Logistics Companies, a National Retail chain and some manufacture, freight is imported and exported by rail, collected and distributed by road at a regional level.

I suspect the wagon in the photo may be an ex-GSWR/GSR 15147-16812 series van being refurbished with a sheet aluminium skin over planking or possibly a 1946 17012-17211 being assembled. I suspect CIE used sheet aluminium cladding over softwood planking rather than a plywood substrate when refurbing ex-GSWR/GSR vans and assembling the 1946 vans, planking is just about visible in the iterior of the van in the photo. Its possible that the flat diagonal strapping was not fixed in place until the final stages of the assembly of the van, the diagonal strapping was actually fitted over the vertical flanges (flat part) of the T angle and would have had to be been botted in place after the planking was fitted to act effectively as a brace. Simulilarily the holes for the end vents and covers fitted after the planking was complete and possibly roof fitted to have sufficient rigidity. I checked out a grounded what I thought was a H Van in a field out side Kinnegad about 25 years ago and was surprised to find that the body was clad in sheet aluminium over a planked interior possibly a rebuild of an ex-GSWR or GSR van. Alan O"Rourkes's Nov 2002 New Irish Lines on CIE Covered Goods Vans indicates that the GSR continued to build the GSWR design of van between 1938-1940 (16446-16470) Aug-Sep 1938, (16491-16554), (16577-16598) (16612,16641) 1939 and (16642-16685),(16708-16777) (16779)(16783)(167786-16796)(16798-802)(16804-9) and 16811. GSR was clearly gearing up for shortages of the Emergency in 1940 leading to an increase in traffic & profitability. The GSR also built some outside framed IRCH wagons during the 1930s similar to those used on the GNR possibly in response to increased Duties on steel during the Economic War, the GSR also appear to have built wooden framed Beet Wagons usring the Economic War. Interestingly the final member of the 15147-16812 series vans had a Light Metal Alloy body with corrugated ends apparrently identical to the 17213-17221 LMA wagons of 1952, possibly a rebuild or replacement of an existing wagon as it had a 10' WB chassis with open W irons as opposed to the 9'6" WB underframe with solid W Irons used on the ex GSWR Vans. I first came across the grounded body of 16812 in use as a store on a construction site in Castleknock about 40 years ago and eventually built models of LMA wagons in N & OO and eventually produced a 3D printed version. CIE may have purchased pre-formed aluminium alloy body and roof panels from a British manufacturer for these wagon in a similar manner to GN pruchasing pressed steel ends & parts for its Bagged Cement wagons and CIEs later used of pressed steel parts in its 1960s Pallet Wagons.

Railtruck appeared to run ok when tested under poweron the work bench, the transmission started giving trouble when test run on the railway after I installed the Radio receiver and completed the electrics. For some un-known reason I had to reverse the truck before it would run forwards and initially it was unclear whether the problem was with the gearbox or the gears in the rear axle. In the end I found that the plastic worm gear in the gearbox was damaged (the motor may have jumped out of mesh, fortunately I had brought a couple of spare gear sets! Fortunately it was fairly easy totap & slide the shaft (splines at one end) out of position and replace the worm & 1st stage of the reduction gearing. This time I test ran the Railtruck on the bench and layout before replacing the interior and cab. The motor is locked in position by the model engine! The motor runs nicely in the forward direction, but there is a lot of end movement of the shaft and worm when running in reverse & no real cure unless I place packing washers between the worm and motor bearing wiich wouldd require the removal and replacement of the worm, the working radiator fan is a nice detail but not really visible when the Railtruck is running even if the bonnet sides are raised. Had about 1/2 hour test running before replacing the cab, this particular area is more or less in full shade at thie time of year and engulfed by a carpet of moss, which dies off in spring and summer. Motor #1 passes #6 first time I had time to run anything on the railway since February. I have got to repair and refix the pilot (cowcatcher) similar to #6 and fabricate a load to cover disguise and weather proof the electrics, then hopefully work on some small scale stuff maybe finally finish a pair of SSM J15s started several years ago

I suppose the $20million question is whether The US Custom Service and US Postal Service are geared up (have the resources) to collect the newly introduced tarriffs and the ability to respond to respond to potentially rapidly changing tariff rates. While EU custom and postal services had several years to prepare (investment in automation) for changes in Global Customs Declaration Requirements & EU Vat Harmonisition, a lot of frustration was expressed on this Board as a result of 'teething problem" with An Post's systems and people having to pay Vat on imports from outside the EU. Although increased tarriff on imports was one of Donald Trumps significant campaign strategies, it appears highly unlikely that Customs or the Postal Service wpuld have been able to justify gearing up to collect the new Tariffs without Presidential approval. From my own experience as an exporter the cheapest option using a Postal Service or a Courier like DHL was for the customer to pay the import tax/duty and customs clearance upon arrival, DDTP with a carrier like DHL or Fed-Ex was a significantly more expensive option. The other issue with shipping to the United States is that DHL uses a 'local partner" usually USPS for delivery in the United States which in my experience can result in unpredictable delivery. I shipped an important document from New Zealand to the United States in January, while DHL managed to complete the international element of the shipping (Auckland-LA-Minnespolis) within 3 days it took a further 5 days for the USPS to deliver the document the remaining 195 miles to its destination. There was also the little matter of the USPS delivering the document to the local Post Office than the actual delivery address. I guess the only way to find out how long the customs clearance process will actually take and work out the most cost effective shipment option is for one of our US based forum members to place an order with Accurascale.