Mayner

Actually classed as a Goods Brake Van apparrenlly for general use. The H C Casserly photo was described in the IRRS paper as "11 ton brake van No50 built 1892, shown in rebuilt state with 'glasshouse: at Broadstone 1932 A raised guards lookout(s) and drovers compartment/(s) were almost a standard feature of MGW Brake Vans until a 'conventional' van with balconies at each end and no duckets were introduced during the early 1920s Interestingly a pair of 6w 20T Brake Vans with guards compartments (with raised lookout) at each end and two passengers compartments were introduced in 1912. There is a photo of these vans in a decrepit condition in one of the collections in the IRRS Flickr Site. P. O'Cuimin Feb 1970 IRRS paper Wagon Stock of the MGWR includes details of MGW Brake Vans. Brake Vans listed "Generally brown" 1874 type mid-green as running circa 1923-4 Scratch built model of 1874 Brake (1stStandard Type) Brake Vans, plasticard/stripwood approx 30 years ago. My model of the 1874 van is based on a 1931 LGRP photo of No29 in MGW livery still with wooden brake blocks. The HC Casserley photo of No 50 appears to be a re-built verison of a new type of van introduced 1892 for use on the "new Western Lines. O/Cuimin indicated that the van as built was quite different to the 1932 photograph, origonally the 2 passenger/drovers compartments were located at each end with the guards/luggage compartment in the middle, no balcony but retaining a birdcage look out, 56-61 introduced 1904 were listed with differning compartments and 'this design" used for 'renewal" (replacement) of 1874 vans with same leading dimensions as in the 1892 Class. I suspect that these older 'caboose' style vans were withdrawn/taken out of use as more 'conventional" steel underframe Midland, GSWR/GS vans became available during the late 20s-early 30s. In his 'Enginemans Son" IRRS paper PJ Currivan wrote about playing 'cowboys & indians" in the long line of caboose brake vans stored in a siding in Athlone during early GSR days, his father was a former GSWR driver transferred to the Athlone Midland shed following the amalgamation and wrote about his adventures growing up on the railway. PJs two Engine Mans Son papers are a great read. Basically looking at short 14' mainly GSW Cattle Wagons or 14' Convertibles for modelling the GSR/pre-Amalgamation period the longer KN Cattle Wagons only seem to have appeared in CIE days. The Midland mainly relied on Convertibles to handle the bulkof its cattle traffic with covered cattle wagons relatively rare and camera shy 430 Covered, 1613 Convertible still in service 1924

It goes without saying that someone would first have to acquire/purchase the re-production rights before starting production. I would expect that Grange and Hodder would require Allen's permission to use his tooling/artwork for another customer. In my experience in as a manufacturer, demand for Irish outline etched kits and scratchbuilders parts is quite limited. In general there has been sufficient demand to produce a single run of a loco/coach kit or coach side overlays, (10-12), in general once an item sells out there is insufficient demand to produce a repeat run of 10-12 items. All sales are pre-orders. Pete McParlin had a similar experience with disappointing sales when he introduced an extensive range of Backwoods Miniatures 4mm Irish 3' gauge locos and stock during the 1990s and later shifted to British and American outline locos and stock. Peter told me that he only sold one Clogher Valley 0-4-2T locomotive. In recent years I have found it worthwhile to supply etched parts direct from the etchers to individual customers (mainly in the UK) the company I use has no minimum order quantity and charges a flat rate per sheet regardless of quantity.

Progress continues on 181 & 229, most tedious job was opening up the holes in the brake gear frets with an 0.55 drill held in a mini-pin chuck. It was necessary to shim the collet with paper and constantly re-tighten to stop the drill slipping! All holes bored out to size one set loco/tender brake gear 50% second loco. Anyway 36 holes opened out in the loco brake hangers alone, helped keep the mind diverted. The hangers are basically a beefed up version of the hangers used in the origonal TMD J15 kit over 40 years ago. Brake gear as fitted to 124 6-7 years ago I am one of those people who enjoy assembling chassis & brake gear Some cosmetic stuff. Plumbed up the leading splashers "Coey 15" 229 which were not quite plumb, got to sort out the RH buffer shank while I am at it, also re-set the chimney and fitted the lamp irons. one of those niggling details. A bit more work on 229s tender, fitted the coal plate/tank top and added tool boxes I had in stock from the origonal loco kits, replaced axleboxes from my own #D prints I'll probabably add a 3D printed tank filler. Some more work on 181s tender added sandboxes I had cast in brass from 3D master for use with the 52 Class kit and added whitemetal toolboxes. I'll probabably replace the toolboxes with 3D printed or brass toolboxes used with the 52 Class. I have to add axleboxes and spring castings supplied with the origonal kits.

Well into autumn now most of the neighbourhood and railway covered in fallen leaves after completing a major clearing operation on the weekend. yes we have seasons in this part of the World. Railway under there somewhere. We collect fallen leaves for mulch and weed control in beds around the railway. RGS Works Goose #6 managed to navigate her way round most of the railway, but tended to de-rail her leading truck. Some how or other leaves/debris opened one side of the bonnet We cleared the deck and railway by lunchtime but covered in leaves by mid-afternoon, but probabably another couple of weeks left at this stage before end of leaf-fall and beginning of winter & time to bring out the live steam loco.

Provided groups/ individuals come to an agreement to take over Worsley Works items, the simplest & cheapest way to resume production would be to continue using Grange & Hodder to carry out the etching as they are likely to control the photo tooling used to carry out the actual etching. It only becomes necessary to access the "artwork" if there is a problem with the existing tool or intend to use a different etching company. Basically the "artwork" is prepared by the person that designed the original model, 'phototool" prepared by the etching company. Etching companies have a 'set up' or tooling cost for producing a phototool for a particular model and a separate production cost for each sheet etched. Not sure about Grange and Hodder but some etching companies charge a flat rate for each sheet etched & do one off/small orders. It seems a pity that no Irish Model Clubs or Historical Groups appear to have come forward to safeguard WorsleyWorks Irish Broad gauge items which appear particularly significant to modellers of Ulster's railways with Worsley Works collection of sctratchbuilders parts for GN, NCC/UTA locos and coaching stock and distinctive railcars.

Interesting article identifies that the fall off in traffic/declining profitability arose as a slump/drop off in trade, but blames the railway directors for "making no serious effort to avert disaster" (fall in value of railway shares/drop in dividends.). Even during the 1920s the railway sharges would have been seen a good long term investment among the wealthier classes. At the time a grandfather was a GSR driver and my mother spoke about the impact of the General Strike on the family, my grandfather remained at work, but my grandparents with young children struggled to source coal to keep the house heated and posssibly other essential supplies.

Second hand tanks possibly ESSO 1950s mk1 tanks stored in the "Railway Village" outside Inchacore Works during the early-mid 1970s. The tanks complete with raised oval plate for ESSO logo were stored in a fenced area (wooden posts/mesh wire app 8' high) between the railway cottages on the lefthand side of the roadway to the "Works". Tanks were removed and area later cleared/possibly re-developed for housing. Attended the IRRS 'annual visit' to the Works during 70s/80s

Sheds, garages, outbuildings are pretty much the norm for railway rooms in this part of the world, pretty ok once you have reasonable insulation, dehumidifer and heating on thermostate, solar panels ans storage heaters? Probabably best to build something simple to start with or even a temporary oval around the cabin to get something running. I set up a temporary N gauge oval/folded under the purlins in our 17'X8' loft to 'get something running' when I returned to Ireland during the late 90s, before setting up a layout on proper baseboards, at the time I was modelling American N and was experimenting with maximum workable train langths before starting a layout. I am from the keep it simple school of thought a large oval of Large Scale track with 3-4 yards loops around our garden for the past 17 years, operate every couple of weeks, before that relatively frequent moves of home location. O Gauge/scale might be worth considering as an option with your available space, back in the 70s David Jenkinson a prominent British modeller started work on a large 4mm (EM gauge) layout "Little Long Drag" almost an American sytle walk around layout based on British main line practice with several stations (Settle-Carlisle mountainous northern section of Midland line to Scotland) https://www.rmweb.co.uk/topic/139701-railway-modeller-1973-little-long-drag/ Interestingly David abandoned the project after completing tracklaying and getting the layout to an operating state and turned his focus to modelling a simpler O gauge layout a fictious double track branch line in the same space. One advantage in starting out in OO, O gauge or American outline HO is the sheer amount of reasonably priced high quality rtr models currently available compared with 10-20 years ago, while the amount of Irish outline models produced is limited compared with British or American outline a high proportions of locos and stock that operated during the late 70s-late 90s was produced in rtr form by MM or IRM/Accurascale during the past 20 or so years

Contacted Alan the other day to order for some CIE Laminates and C&L Narrow Gauge items. Alan apologised that he 'had not got any" and is retiring and closing down.

Designing the 3D model is the simple part there is quite a learning process involved in converting a model into a physcial object, printer resolution and choice of resin are significant factors. Resolution. Typically 1mm is considered the minimum thickness/girth for a resin printed object & our designer tested/pushed these constraints to the limit in models like the 20T Brake and GSR Grain and found that it was necessary to increase the thickness of components such as axleguards, brake linkages to achieve adequate strength/print reliability Print quality/acceptable level of detail is related to printer resolution, although our initial supplier produced excellent prints we began to experience quality problems after we shifted production to a supplier who used a machine that printed to a higher resolution. Our designer formed strapping/raised detail as a skin on planked wagon bodies, no problem with our initial locally printed models, but planked groves running through strapping/raised detail after we shifted production. Solution depth of strapping deeper than grove, rather than modelled as a surface feature or skin. Resins and print set-up (slicing software). Many of the commonly available resins are too brittle for use in 4mm stock. My preference is for an engineering resin with resilient or good tensile properties. (I currently use Australian Monocure resins (non-hazardous (flamable/explosive)) Solvent based resins with IPA clean up, basically "intrinsically safe" electrical gear and ventalitation system, and odors. I use a "Anycubic" Printer with the origonal slicing software although no longer supported and 'auto support' application no longer functions. Selecting resin and print setting is basically a process of experimentation, ideally small simple projects different resins and printer settings. 4mm Axleguards and small detail parts 45º set up & print settings in accordance with manufacturers recommendations, parts orientated to minimise warping/twisting as a result of experimentation, Monocure 'Tensile?" resin approx 20 repeats. Large Scale 1:20.3 handbrake wheels and loco number box. settings as above. Draining resin out of 3D printed part. Not really a problem I experienced, with desktop printers parts are printed upside down and at an angle, otherwise form drain holes in 3D model before printing. Printing small/detail parts. I have printed parts including buffers brake linkages wagon underframe on over 200 wagons. Door handles/grab rails not really feasible. It might be worth checking with the local library service/evening classes on 3D printing.

In 4mm Irish outline demand/interest has been primarily RTR with little interest (sales of) kits or scratch-building components. Our best selling 3D printed wagon RTR CIE Goods brake sold approx 100 units in 5 variations/batches of approx 20. Others types of RTR wagon varied 10-30, little or no interest in 3D models in kit form. Etched kits tended to sell 10-20 units, though MGW Horsebox & Meat Van less than 10. Different skill sets & types of software designing 3D models and 2D drafting (etched/laser cutting etc). 3D printing whether your own printer or a bureau, min quantity is one model, while etching involves a tooling or set up cost (min size sheet approx A4) plus a cost per sheet. Another issue is achieving an acceptable standard of finish with a 3D print in 2mm, its challening enough to achieve an acceptable finish with a resin print in 4mm, while some processes only come into their own in 7mm and larger scales.

Read through the thread and in some cases seemed like groundhog day or re-discovering things/problems I wrote about nine or so years ago, each day is a brand new adventure. Anyway this mornings 'lightbulb' moment was my planning to number the supeheated J15 191, I built a model of 191 a saturated J15 based on a colour photo in Irish Railways in Colour a second glance" over 30 years ago. Looked up the 'bible" Locomotiver of the GSR and sure enough she is listed as a saturated loco. Turned out I was using a photo of 181 a superheated engine from Irish Railways "Transports of Delight" website. Anyway almost finished soldering the main components and some detail work on 181 & 229 (apart from brake gear) before cleaning up the models for final detailing and painting stage. Almost but not quite there todays progress with 181 & 229 Mainframe assembly complete 191, lamp irons fitted front end both locos. Classical TMD J15 front end, shallow mainframes, guardirons/cosmetic front frames intergral with loco body (mainframes end more or less flush with smokebox front hiden behind cosmetic frames/guardirons. 3/4 front view saturated J15, open area between bufferbeam and cylinder block/smokebox front! J15 as rebuilt with new heavier frames and superheated boiler 1930s, some superheated J15 notabably 101 retained their original frames!. Frames & guardirons on this model are based on photos I took of 186 during a short visit to Ireland from Scotland in 1994. Not the most noticeable feature, I have infilled the area between the bufferbeam and smokebox and modeled the franes projecting above the running board in this area. Buffers (Markits?) just temporarily fitted after opening out holes in buffer beams with needle files/broach, but foul on tender brake hangers so possibly substitute with Alan Gibson Thankfully I located enough crankpin bushes to complete 181 and have sufficient detail parts in stock to complete both locos.

While its feasible (with a suitable choice of resin & printer) to print a wagon with separate body, chassis and roof its often simpler, quicker and cheaper to produce a wagon as a single print. The JM Design range of wagons were printed in full size 'bottom up" printers using specialist engineering resins in print houses in New Zealand, Singapore & China. In the end our Chinese print house proved the only one capable of consistently delivering consistent high quality prints at a reasonable cost. Interestingly packaging (card box & foam insert) was a significant cost factor, also wheelsets, couplings, decals & paint (all quantities). Being located in New Zealand business was registered for GST (local equivalent of Vat) in order to claim back GST/VAT paid on expenses plus annual Accountancy Fees for business accounts, soo selling kits or model trains is an expensive business with hidden costs. Enda @Past-Avenue produces a modified version of my Grain Wagon under license as it was not feasible to reliably print the original verison on his printer. In the end I discontinued producing 3D printed wagons, with relatively low level of demand for Irish outline kits/batch built RTR items it was not worth the effort financially

I ended up biting the bullet and replacing 191s mainframes. I originally assembled the chassis using the frames from my orignal test etch for a superheated J15 conversion and later discovered the frame spacers were a bit narrow for a 21mm gauge loco as a result of my choice of combination of gearbox and hornblocks . The High Level LoadHauler Compact gearbox chosen is considerably wider (11.8mm) than other gearboxes in the High Level range and my selection of a removable wheelset in hornblocks for the driven axle takes up more space (width) than a rigidly mounted driven axle in top hat bearings conventionally used with compensated or rigid chassis. I have successfully used the "narrower' High Level RoadRunner gearbox with rigid chassis in OO. I decided to assemble 191s new (slighlly wider chassis) as a compenated chassis using High Level hornblocks on all axles, chassis is all solder construction with L shaped fold-up frame spacers with slot and tab construction to simplify alignment. Hornblock Jig is a bit of a mess, mixture of springs and extended axles from different alignment jigs. In this case preparing to align a pair of axles at a time on an 0-6-0 having only 2 springs! One of the advantages of the High Level hornblock is that they are simpler to set up and align than other brands. The hornblock incorporates a stop useful in setting the hornblocks at a consistent height, while the holes in the hornblock guides help maintain (all important vertical) alignment while setting up/soldering the hornblocks. In this case 0.45mm wire threaded through the holes! Aligning the hornblocks '2 axles at a time" cause I only have 2 springs! Coupling rods have been opened out with a tapered broach rods secured temp with solder wire. Trailing hornblocks and axle now set up, ends of jig pushed into a block of balsa. Compensation beam fitted to floating axles. Trailing (fixed) hornblocks stop/ride height app 0.5mm below floating axles. I have began to prefer the tapered hornblock alignment jigs as the original stepped alignment jigs were less accurate, sometimes leading to binding coupling rods. The step diameter was inconsistent between different sides of the jig. With the tapered version the rod can be pressed home until it stops. 191 temporarily on its wheels. Next job laminated coupling rods, levek chassis and assemble brake gear (loco & tender) and find/locate coupling rod brushes. and hopefully test chassis.

On major construction projects we used to talk about managers being promoted to the level of this own incompetency. One valuable skill set in the boom times was jumping ship to a higher paid/more prestigious role before the shit hit the fan/chickens came home to roost in your current role. I tended to end up in the 'problem solver" role cleaning up the mess, but as I got older probabably reached my own level of incompetency proving the rule. During the 90s a good friend/drinking buddy was a highly paid 'consultant' leading an IT project with his 'team' for a major UK insurer. Client eventually became alarmed (high cost & slow progress) sacked the consultant and his team, but first gave them a glowing reference to a competitor friend managed to repeat the process a couple of time almost destroying his reputation/health, but still survives

Some more progress on the GSWR Type A tender chassis. Fitted a pair of 2mm top hat brushes to the rear/fixed axle soldered in place than reamed out to clear 2mm axle. Fitted Hi-Level hornblocks and brushes for the compensated axles. Used 1/8" brushes and alignment jigs for setting up and soldering hornblocks. (I had the alignment jigs for many-many years '-) 0.45mm wire threaded through holes in hornguides assist to align hornbocks. Almost a running chassis, 2mm hornblock bushes & wheels (temp) fitted, compensating beam set up and operational. Brasswire to temporarily retain axlebushes and wheel sets until chassis & wheelsets painted and finished. Chassis from above tranverse sections of wire with short sections of tube function as hangers for removable brake gear.

That interesting I was under the impression that the GSR adapted a lighter shade of purple lake in 1927 and "LMS' shade of maroon in 1934 (SSM livery notes GSWR coaches and other sources). I hope to finish a SSM 6wheeler in purple lake and a bogie coach in two the two tone scheme if I live long enough/ever get round to it.

Although I once had delusions of becoming a 'lifestyle guru'/influencer/cult leader about 20 or so years ago, there was more than enough competition and real world kept me earthed . These days I tend to avoid influencers and social media apart from this Board and RM Web a lot is just an echo chamber for Crap with so social media friends and some relatives simply parroting the crap they receive on social media feeds. I guess in the end I got to find things out for myself and make up my own mind, rather than be said and lead as my father sometimes said. Going back to N scale, I started collecting American outline N scale nearly 40 years ago because of the superior quality compared to British Outline N or even OO, with American 'manufacturers' like Atas first comissioning locos and stock from Roco, before moving on to Japan in the Mid 80s and China during the 90s. In certain respects the Japanese manufactured Atlas and Kato locos of the 90s are superior in terms of reliability and durability to the rather fragile Chinese manufactured models of more recent years. For me I still see N as the ideal scale for building a model railway capable of running long trains of mainly rtr stock in a realistic environment in a reasonable space and 4mm and larger more suitable for model making (incl scratch and kit building).

I suspect that the Sentinel and Clayton railmotors were originally introduced in the GSR purple lake livery when introduced in 1927-28. There is a 1929 HC Casserley photo in Locomotives of Clayton No 360 at Mullingar Shed with fully lined out large class numerals on the doors & 2 GSR crests on the side. Colm Creedon's photo of 357 on the Newmarket Branch (closed to passenger traffic early 1930s scheduled goods traffic 1947?) from Westcorkrailways post apperes to be in as introduced condition with lining & 1 crest! Photos of Sentinel 356 at inchacore (running shed and concrete coal tower in background appear to be unlined possibly Mid 1930s GSR Maroon livery with 2 crests! Personally the main issue in using the Heljan LNER Sentinel to represent a GSR Sentinel is that it just doesn't have the low-slung appearance of the Irish Sentinel railmotors with the underframe largely hidden and buffer beam part way up the body. A bit like a Hymek or a Class 33 in CIE livery masquerading as an Irish loco

There is some useful information of the Sentinel and Clayton railmotors in Locomotives of the GSR. Although Sentinel railcars appear to have worked passenger services on the Cashel, Newmarket and Foynes branches a Sentinel also appears to have been used between Limerick, Nenagh and Ballybrophy. I remember reading somewhere possibly IRRS Journal that Sentinel railcars were used on the Newmarket & Foynes branches because the branch good were worked by Mallow and Limerick based locos running through to the branch terminus (in UK terms a "Trip Working" or Turn) as opposed to a branch lijne loco based at Newmarket or Foynes. Its possible the Cashel 'goods" may have been worked by a Limerick Junction or Thurles loco. In its final days of operation the Edenderry Branch goods and occasionaal trips over the Meath Line to Drumree,-Kilmessan were worked by the Liffey Junction G611 Class pilot. GSR Locomotives includes information on some unusual Sentinel or Clayton working on the Midland including: A 1928-- 11:10 all stations Mullingar-Sligo railcar which ran attached to the rear of the Cavan train as far as Inny Junction and 11:30 return from Sligo! Day returnes from Mullingar to Athlone & Athenry 1930 records 354,355 & 357 at work in the Western District, 356 in the Southern District. Claytons 359,361 and 362 initially tried on Westland Row-Dalkey and Harcourt St-Foxrock suburban services. Also tried Mullingar-Sligo, Cork-Macroom and Cork-Clonakilty 'but only for relatively short periods at each location as they proved markedly less successful than the Sentinel version" 1930 -358,359 and 361 Midland District, 363 in Southern District. Problems identified tendency to run short of steam (could not cope with greades on Foxrock services and having to stop for a "blow up" and considerable periods out of service under repair. Clayton went into liquidation 1929 resulting in problems obtaining spare parts. So potentially Sentinel and Clayton steam railmotors in 'GSR Purple Lake" livery working branch line passenger trains, short distance suburban and main-line feeder services.

Little activity on the garden railway in recent weeks except a special on 11th April to collect fallen feijoa's before Cyclone Vaianu struck on 12th and this afternoon when I ran some trains while mowing the lawn/leaf clearing after the past couple of weeks. LGB DRGW diesel #50 did the honours on 11th successfully7 hauling 4 gondola's of feijoas that had fallen by the line and then returning the cars to storage. We had become overwhelmed with nearly ripe feijoas buckets and baskets all full! Like many LGB narrow gauge locos #50 is to a scale of approx 1:22.5 underscale for American 3' gauge and noticeably smaller that the Accucraft model, but a useful switcher/shunter. Weather began to improve/settle during the last couple of days though temperatures notoiceably cooler although Winter officially begins at the end of May, spent most of yesterday mowing/collecting leaves from the front garden, with the back garden today. Maintaining the classical Kiwi ¼ acre section sure become a chore as you get older. I decided to give the T&D inspection car a run though the pair of new "Energiser" AAA batteries did not last very long! Must replace with re-chargables Motor #6 and #464 ran nicely though. Tried to make the best of late low afternoon Sun though its now dark by 6pm daylight saving ended at the beginning of April! #464 and her train has already turned on the wye/turning triangle (Kiwi terminology), #463 is en-route for turning. I am hoping/planning to convert this section to a long RGS style timber trestle during the next year modelling the trestle bents using trellis timber and plant ground cover in this area.

Seem to recall I seem to recall reading somewhere that individual employees were expected to queue & step up to the pay hatch from one side of the balcony and step down/walk away from the other. My mother whoes father was a GSR driver, recalled bringing her fathers 'paycheck' (metal disc with employee no) to the Broadstone pay office to collect his wages as a child during the early 1930s. Presumabably GSWR employees had similar metal paychecks.

Overcrowding and dampy musty coaches seems to have been part of the course in GSR days also. Interestingly Railway Magazine features on Irish railways during the early 1930s include reports of passengers experiencing overcrowding and being forced to use damp coaches on the Dublin Galway (& West Ireland) Day mail during the holiday peak. Apparently the train was strengthened with coaches which had been stored on a carriage siding with their windows open and upolstory and floors had become waterlogged. Following passenger complaints a gang of porters were dispatched with mops & brooms to 'sweep out' the water on the coach floors.

Several months ago I started to assemble a 1804gal (GSWR Type A) tender to run with 191, but had not actually got round to assembling the chassis. I wanted the tender body for a comparison photo between 191 & 229 and it was a lot simpler to assemble the tender body that the chassis! Although I bought the 2 J15 loco and tender kits almost 20 years ago I prioritised work on the locos. one of the tenders was 'borrowed" for use with my prototype 52 Class kit and later replaced with a larger 2730 gal Type B tender to run with 229 so time to assemble the remaining J15 tender, there also should be a spare 1804gal tender supplied by SSM in connection with my production batch of 52 Class kits, life gets complicated. I decided to assemble 191s (1804 gal Type A) tender chassis at this stage, because I needed to assemble the basic chassis before I complete the tender bodywork. I found it necessary to re-locate the fixing bolt/nut at the rear of the tender because the fixing is obstructed by the rear axle. Comparing 191 (assembled 1994?) & 124 completed 2021. 191 tender has beam suspension on the leading axles while 124 tender the leadding axles appear to be lightly sprung with pb wire. Interestingly 124s tender appears to have retained its original brass frame spacers, with 191 L shaped spacers formed from brass. 191 retains its origonal (very fragile) etched brake gear (scrap brass improvised stretcher) 124 my own replacement etched brake n/s gear. Anyway time to dig out my 40-50 year old piercing saw to cut out the hornblock cut outs, have High Level hornblocks in stock. Consider the option of beam compensation or a weighted tender apparrently used with 124. Clamped the frames individually for cutting as cut lines already etched on sheet, so potentially more accurate than swetting pair of frames together before cutting. Cuts appear reasonably neat, remaining tags snapped off cleanly. I use a small sheet of ply and stripwood for assembling loco chassis, first soldering spacers at diagonally opposite ends of frame to minise distrotion/expansion from heat build up. DIY clamp knocked up from a piece of brass and a wood screw. L shaped spacers are my own and have been used before thus excess solder/mess. Two parts of frame waiting to be joined together. Front/loco end of frame at left. Frame final soldered assembly, everything nicely flat & square Re-positioned body securing bolt, original in line with rear axle through frame spacer, hard to believe that the kit was designed over 40 years ago! I used the chassis as a guide for locating the new rear fixing point after locking the front spacer in place with a 10BA nut! I have since repositioned/squared up the centre frame spacer I need to check my flux mix, the level of staining/discolourisation is unusual. I use an phosphoric acid based rust treatment available over the counter diluted with ionised water. Both tender bodies substantially complete apart from cast/3D printed detail but need a good clean up.

Ironically solid rakes of (refurbished) PR coaches only became common on suburban/secondary main line duties following the withdrawl of the Laminates during the e late 80s. From the 70s onwards Suburban, secondary and branch line trains tended to be made up of mixed rakes of conventional coaches rather than one particular coach type. PR suburban coaches & Laminates were sometimes used to strengthen rakes of Craven stock on Intercity services. I travelled in a PR suburban (only available seat) from Heuston-Westport on a train otherwise made up of Craven stock on my first long distance train journey in Aug 76, 3-4 years later a group of us travelled on a Laminate coupled to the rear of a Craven st while travelling from Pearse to Rosslare (more comfortable than a Craven) A late 70s Dublin outer Suburban service might include a mix of Inchacore built CIE timber bodies coaches (1951-4,1962-3), PR and Laminate Stock with bogie BSGV (converted from older stock. Timber bodied stock withdrawn 1983-4 (commissioning of DART & introduction of first MK3 freeing up to PR & Craven stock for use on suburban/secondary main line services. Interestingly rakes of Craven stock (with BR van) appear to have been regularly diagramed to Dublin-Drogheda services when I worked near the line in 1985, though refurbished PRs (with BR Van) were working these services when I visited Ireland in 89/90 (expecting to see a MK3 Push-Pull. PRs seemed to be the 'standard" IE suburban/secondary train during the late 80s-early 90s, remember travelling a rake of 4-5 Cravens w bogie van between Mallow & Killarney (Cork-Tralee train), seeing a PR + Bogie van of the Nenagh Branch train at Ballybrophy (001 rumoured to have 4 traction motors) and travelled from the Junction to Waterford and Rosslare in refurbished stock on a runabout ticket in 1992/3.