Mayner

I finally bit the bullet and ordered a black Maybach and a Supertrain GM version. Only remember Supertrain versions in use in Dublin, the Maybach version hopefully sound different to the GM! Should be finally be able to retire 211s a nicely finished model based on a Q kits body on an Athearn chassis acquired from the Belfast Caboose 25-30 years ago.

It looks like the companies bus and freight operations were split in 1982, the freight operation apparently continuinbg as "Lough Swilly Freight" after bus operations ceased in 2014. https://www.flickr.com/photos/northernblue109/43313466562/

I remember seeing a "Lough Swilly" branded artic heading South on the M6 through the West Midlands during the late 80s. Not sure if the tractor & refrigerated trailer was branded "Lough Swilly Transport" or "Lough Swilly Freight" . But nice to imagine the Swilly was shipping fish direct from Donegal to the Billingsgate Market. Regularly drove the M1/M6 between London, Wales and North during late 80s-early 90s, one and only time I saw a Lough Swilly truck

Came across the remains of an ex- GSWR Cattle Wagon on a farm near Rathowen about 30 years ago. Ends and one side relatively intact sheltered by roadside hedge/trees, the other (field) side almost completly open, little remaining of the framing, though iron roof still in good condition. Came across an ex-GSWR 14' covered possibly a convertible body in the area around the same time.

Observed (if that the word) and travelled behind B201 class over several years on Dublin suburban and the Drogheda line. During the early 70s sometimes took the train (Saturday afternoons) from Connolly to visit the late George Hannah Malahide model/art shop. The regular consist appeared to be a B201, 3 coaches (Inchacore 51-53 stock) and BGSV (conversion of Bredin/Inchacore 51-53 stock) with working steam heating! Worked close to the line (at various locations) between late 70s and mid 80s. One striking memory is of an apparent procession of Southbound B201 hauled bulk cement (bubble) trains passing Howth Junction on a saturday afternoon, another was watching B201s noisely approaching/departing Tara St and crossing the Loop Line viaduct during the evening 'rush hour" from the vantage point of one of the upper floors of the (12 storey)Hawkins House. Final memories of B201 Class were of a number of survivors on Pilot Duty at the North Wall during visits to Ireland during the late 80s, earlier I remember large numbers of 'stopped" 001 & B201 at Inchacore following the comissioning of the DART. Although mainly associated with Dublin suburban services at one stage both the Maybach and GM re-motored B201 Class locos regularly worked main line passenger and freight workings. The Maybachs regularly worked Dublin-Limerick (via Nenagh) passenger services and bulk cement trains from Castle Munget. A GM re-motored B201 was rostered to a Dublin-Tralee passenger service before the class was concentrated on Dublin suburban services. The higher power output of the 645 engine and steadier riding of its swing link bogies, may have give a B201 a slight advantage over a B141 on high speed passenger work. (the flexicoil bogies considered to be one of the weak points of the B121,141.181 Classes) Drogheda appears to have regularly rostered B201s on freight duties, incl. Drogheda-Dublin Bulk and Bagged Cement trains (H & ex GN cement vans), Ardee and Navan-Kingscourt workings. The final Ardee branch goods appears to have been worked by a B201, while there is an account in an IRRS journal paper of a loco swap between 001 & B201 hauled gypsum trains at Navan. Apparently a 001 was rostered to an early morning Drogheda-Kingscourt and its laden return working, a B201 to a second mid-late morning working. The B201 scheduled to cross 001 on the laden return working at Navan. The crews (and 'control") agreed to swap locos at Navan as the 001 would be more capable than a B201 of hauling the heavier/longer second gypsum train over the more heavily graded Navan-Kingscourt section.

Not 100% satisfied with the surface finish of the CVR van, the noticeable diagonal marking/crease is actually in the opposite direction to the print angle! Would possibly show up as a vertical line with a horizontal print! The home printed bodies on commercially printed chassis are starting to go together but some fettling needed to improve fit between body and chassis. The chassis are additional prints ordered to provide an allowance for defects while assembling rtr wagons and ended up with some spares! I modified the LMA to print the roof integral with the body and removed most of the floor in order to support the roof during printing. The wagon body is pronted in Monocure "Impact' resin, the chassis by Facfox in their ABS-like SLA resin. The alignment pins on the body actually fitted the alignment sockets in the chassis! Main issue with fit is a slight curve along the bottom edge of the ends. I have a couple of spare LMA chassis so may print a low side ballast wagon body, I have more than enough LMAs and vans in general

Being a national holiday "Labour Weekend" normal train service cancelled allowing Civil Engineers to carry out major works at Utah Junction. Major decay had set in one of the main basebord/framing members and although probably good for another 3-4 years best to replace while I am still reasonably fit and able (arthritic knees!) First job to put in some tempory supports to the cross members before cutting out/removing the decayed member. Framing in this area originally installed approx 17 years ago (amazing how time flys!) Fortunately almost no sign of decay in the piles or cross members. So probabably good for without major work for another 10+ years. All timber was CCA pressure treated. Motor #6 preparing to return to base. Load is cedar ties (supposedly decay/rot resistant) I had machined about 15 years ago, but rotted away after several years outside use as sleepers/ties.. Load helps hide batteries and electronics Structural repair completed before tea time, cut ends of new framing treated. I may fit a metal flashing over the framing in this area as the decay occurred along the drip line of a large tree. I'll replace the welded meash that supports the weedmat that supports the stone/ground cover in this area and fit a treated decking fascia to the new framing to tidy up the area for this season. Long term plan is to extend the box planting along the border to hide the framing, but we are already showing signs of unseasonably hot dry weather this spring, so probabably best to concentrate on trackbase repairs and delay planting until the winter months.

The 'goods shed" has an interesting history originally the Dublin and Meath locomotive works from opening until MGWR took over operation of the line (1869). https://www.stationhousehotel.ie/weddings/the-carriage-suite/ The 'works" was later converted into a combined dwelling house and goods shed. One distinctive feature was a tall brick chimney at the rear of the "works" near the turntable possibly in connection with the 'works' boiler house. The large end doors seem to have been permanently closed during the combined dwelling house/goods shed era, wagons loaded/unloaded through doorways at the side of the goods shed (original workshop windows) and small domestic windows in partially infilled window opes in the dwelling house section. https://catalogue.nli.ie/Record/vtls000305244 As far as I recall the house/goods shed was in use as a dwelling up to the early 1980s A model of Kilmessan set during the 1860s would be interesting and challenging, the Midland only buying No7 of the D&M fleet an 1862 Fossick & Hackworth 2-4-0 nicknamed "Drag all". Remaining locos and stock apparently picked up by the equally improvished Athenry & Tuam. David the "Colonel" picked up a D&M Brake Van from the late Richard Chowan's estate. My father fished the "Skane" around Kilmessan and Dunsaney but I never got to check out/explore Kimmessan station, though walked the line near Dunsaney before track was lifted on a sunday afternoon with my parents most likely 63-64, next time we re-visited track was gone railway dismantled.

The New Zealand Government have tried to get around the problem of "revenue loss' from the changeover to electric vehicles by applying Road User Charges (RUC) to owners/operators of electric vehicles and hybrids. Currently $76 NZ(app €39)-1000Km electric car $38 (app €20)-1000 Km plug in hybrid) https://www.nzta.govt.nz/vehicles/road-user-charges/about-ruc. No nonsence with 'marked diesel" in this part of the World. Diesel is free of excise duty regardless of use, owners/operators of diesel road vehicles have paid RUCs for many years! I paid RUCs on my diesel van while running a building business, but not on plant or machinery used on site. Government is considering abolishing petrol/fuel excise and converting to a system of RUCs (at a higher rate) for all vehicles as Government is struggling to maintain and improve the road network from current excise and tax revenue & unlike Ireland road tolling is politically unacceptable in New Zealand. Going back to the potential retirment of the 071 Class Most (46?) of Kiwirail's recently retired fleet of General Electric DX locos (introduced 72-75) are in the process of being exported to South Africa. The DX are currently being replaced by new Standler locomotives. Apart from a common 3'6" rail gauge the DX was based the standard GE U26C narrow design supplied to SAR 34-000 Class https://www.facebook.com/61585497880438/posts/end-of-a-legendary-era-dx-locomotives-set-to-leave-new-zealanda-major-chapter-in/122131956813183262/

Its good that the line may be re-opened. I am just about old enough to remember the bridges at Pace and Blackbull before the track was lifted and the main road re-aligned during the mid-late 60s Drumree was the closest to Dunshaughlin. Railway bridge "disappeared" with road improvements possibly during the 70s. Last revenue train on the Clonsilla Jnt -Navan line was a G611 Class worked cattle special to Drumree, loco ran light to Kilmessan to pick up a single wagon. (Article by "Spare Link" in a GSRPS 1980s newsletter). Not sure if the original station building remains Walked a section of the line near Dunsaney before track was lifted as a child during the mid-60s, my father was an angler and we frequently visited during that era. Even built an N gauge layout based on Kilmessan, Herbert Richards an IRRS member provided a collection of photos taken shortly before track was lifted (incl photo of ex-GN Railcar No1 as 'lifting train')

I experienced considerable variation in processes and print quality between individual 3D Print/Rapid Manufacturing companies trialled (in New Zealand and Asia) for the low volume manufacture of 3D printed wagons. Initial test prints were produced by a locally (Auckland) based business that consistently produced high quality prints in a SLA resin with ABS properties using a full sized "Top Down" printer https://www.zongheng3d.com/top-down-3d-printing-the-future-of-rapid-prototyping/#elementor-toc__heading-anchor-1 rather than a 'bottom up" printer similar to the desktop hobbyist printers. Unfortunately the business that produced the test prints was reluctant to carry out the production printing and it became necessary out outsource printing to 3D Print companies in Asia after attempts to print the wagons in house or commercially in New Zealand proved unsuccessful. The majority of 3D print companies trialled ((2)New Zealand & (3) Asia) did not appear to have the capability to print models in a resin with sufficient resilience for printing running/brake gear and fine detail. (too-brittle). The majority of my production printing was carried out by Facfox in China (SLA -ABS like resin) with some early (2021-220) production carried out in Auckland following the easing of Covid restrictions. Samples of both Auckland and Facfox production appear to have remained dimensionally stable with little sign of distortion. One piece wagon chassis (with brake gear), one piece body with separate roof-interlocking plug-together assembly. The initial 2020 test print of the CIE Brake Van body and chassis appears ok with no apparrent signs of distortion. I have trialled Monocure Tensile and Impact resins with my Anycubic Photon home printer with a degree of success, initially for detail parts for etched kits more recently for my own use. Interestingly Zelta 3D Singaore https://zelta3d.co/multi-jet-fusion-nylon/ have the capability to print in MJF Nylon similar to the Shapeways 'white strong and fexible" material used in RE Hobbs JT and Bracks Y7. A small number of my wagons were printed by Zelta with SLA resin body and roof, on a MJF Nylon chassis, nice runners but finely detailed body let down by the coarse surface texture of the chassis which is less of an issue in the larger scales. Future developments. With rapidly developing technology and intense competition between Chinese manufacturers will be interesting to see if "top down" machines become accessible/affordable fto the hobbyist during the next few years as 3D printing becomes more mainstream.

Nice touch modelling the classical Midland "butterfly' regulator and wooden reversing wheel.

The "Cu na Mara" and Sligo passenger may have been worked by AEC railcars into the late 60s possibly early 70s. AEC railcar workings detailed in a late 60s/early 70s IRRS papers on the AEC cars and possibly N J McAdams mid-late 70s paper on the "Mayo Line" . Apparently for a long time the "Cu na Mara" operated as a combined Dublin (Westland Row/Pearse) Galway and Westport working dividing/combining at Athlone. Initially a 4 car set 2+AEC cars +2 1904-8 Brake end coaches (with driving cab), before settling down to a 6 car working between Dublin and Athlone, 4 cars set (2AEC cars +2 intermediate coaches (incl Buffet) Athlone-Galway)+2 AEC Cars Athlone-Westport. The congested nature of the layout at Westland Row/Pearse may have been a factor in the "Cu na Mara" and Sligo passenger services remaining railcar worked for so long, the heavier/slower loco worked "Day Mail' services originating and terminating at Dun Laoire. Ironically the remaining AEC railcars were concentrated on newly introduced Howth-Bray Suburban services during the late 60s/early 70s following the commissioning of a new connection between the ex-GSR and GN lines near West Road cabin (GSR). The congestion at Pearse resolved by transferring Galway and Westport trains to Heuston in 72/3 and the comissioning of island platform 3-4. I vaguely remember watching a B121 running light possibly between Westland Row and Grand Canal St shed on a Saturday morning, while sitting in my fathers car while parked inTownsend St during the mid-late 60s while Dad was in a nearby motor factor shopping for parts for the car. Sometimes used to travel in the 1st Class seats of an AEC railcar between Tara St and Pearse on seaside trips to Bray in my early teens. Possibly an AEC set still in outer suburban use to Drogheda, recall travelling in an AEC set on a Drogheda service (returned to Dublin in a GN coach behind a B141) during the same era . AEC railcars on Howth-Bray services appeared to be 'standard class" only with rather spartan seating (this was before the Push-Pull converstins arrived

Its an interesting one an ex-GSWR loco firmly in Midland territory! Photos indicate that a an ex-MGWR D or D16 4-4-0 usually worked the Achill branch during this period, but also HC Casserley/SLS photos of 52 Class/D17 no 57 at Achill in 1934. Did Athlone (shed) borrow the ex-GSWR loco usually used to work the Portarlington-Athlone branch (shedded Athlone) or somehow or other 'borrow' a and ex-GSWR loco from Tuam? In his IRRS "Engineman's son" papers P J Currivan wrote about his father an Athlone based ex-GSWR driver, driving on the Achill branch during the GSR era, is it possible a 'by now senior) driver could select a loco for the job, the D/D16 Achill Bogie had a reputation of poor steaming particularly among "Southern' footplate men. Once had the experience of a loco crew on a US Shortline specially firing up a pair of 3500hp SD45 locos to perform a shunt, after I called in at the office to ask about the SD45s. The crew hand planned to use a pair of smaller/less powerful 3000hp SD45.

The collection of MGW wagon diagrams in the resource section includes diagrams of the 1909 and 1912 versions of the 'Standard Covered Wagon' or convertible. The IRRS Compendium of MGWR NCPS and Goods Vehicle Drawings (2016) includes a GA drawing of a "7Ton Covered Wagon" dated March 1917, but not of the earlier versions! The Midland Great Western Railway an illustrated history Ernie Shepherd (Midland Pub 1994) p 132 includes a 4mm drawing of the 1893 version and other wagons possibly based/reduced from P O'Cuimin large scale "Broadstone Series" drawings of the late 60s. P 0'Cuimin IRRS Paper on MGW wagon published during the late 60s is a valuable (almost essential) source of information for modelling MGW wagons. Please PM if you would like a copy