Mayner

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.

Work actually started on the new North Wall running shed in the area now occupied by the wagon repair workshop in the area between the sidings that lead to the Alexandra Road Tramway and the Main-Line from the Granneries Signal Cabin to the Point Depot. The North Wall would have made sence for a modern running shed to replace Broadstone, and would have reduced in a significant reduction in operating expenses (eliminating light engine movements and the expense of hauling coal from the North Wall to Broadstone & freeing up space in Broadstone for CIE Road Service repair and maintenance. It looks like the new shed was intended to be in pre-cast concrete, no doubt standard components supplied by the Inchacore pre-cast plant. A number of photos exist from the early 50s after the works were adapted showing lines of standing precast columns erected in the interior of the proposed shed and precast components stored on site. Clonmel apparrently one of the first GSWR pre-cats concrete loco sheds Judging by the 1949 planning/start date a Milne Report recommendation made un-necessary by CIEs decision to dieselise in the early 50s Probabably worth a search through the IRRS Flickr collection.

Finally found some time to work on one of my Large Scale models a Bachmann Spectrum RGS Rail Truck # 1 this week. The model had been laid-up for several years with "mechanical problems" after a bevel gear in the final drive split and Bachmann no longer stocked the necessary replacement part. I decided to try and repair the Railtruck as the gears were listed in the Bachmann parts catalogue, so I ordered a couple of sets of gears and a replacement gearbox from Bachmann in the States. I ordered parts to convert the Railtruck and a model of RGS #6 to battery RC a couple of years ago but never got round to converting #1 because of problems with the final drive. The Bachmann Railtruck based on a 2000 replica of RGS #1 a 1930s converstion of a Buick Touring Car is powered by an electric motor disguised as the engine drives a gearbox mounted below the cab floor powering a drive shaft complete with universal joints which drive the rear axle through a pair of plastic bevel gears. The original bevel gears wore out after a couple of years and were replaced by a replacement set one of which split & replacements were no longer available. I replaced these gears with a set of lost brass gears cast by an Auckland jewelery/bullion supplier using the nylon gears as a master. Although the brass gears initially meshed ok (7ran quietly), they had a tendency to slip out of mesh when I made my first attempt at converting the model to RC The replacement gears turned out to be for the main gearbox and although included a pair of bevel gears, they would have had to be a force fit on a steel shaft and likely to split. My suspicion turned to the main gearbox, which I replaced as the final drive appeared to stay in mesh when re-assembled Along with two complete sets of gears I ordered a complete replacement as a spare, as plastic gears on Bachmann Large Scale locos/powered stock have a history of being prone to splitting Started to re-assemble the body, originally track powered with electronics and DCC socket in a large box (long bench on the replica) bench on the truck deck, I removed most of the existing circuitry and fitted a 'stay alive" decoder in a compartment under the drivers seat but gave up on track power several years ag0. RGS Motor #1 of 1931 described as a Gosling rather than a Galloping Goose Battery holders for 10 AA NiMh rechargable batterys. RGS Motor #6 in the background was actually a 1933 rebuild/re-incarnation of #1 as a "Works Goose" or Motor Interstingly #1 tested ok when operated under power, but final drive began slipping out of mesh after I completed the battery RC set up. I think the problem may be that the original plastic gears were intended to be an interference fit on the axle and drive shaft end, the brass gears are a push fit with a tendency to move out of mesh, the gear on the rear axle is now secured with Loctite Studlock and a washer fitted as packing between the gear and driveshaft end, will leave to cure for 24hrs before testing. Motor #1 originally had a stake bed body to carrly mails & express will fit a tarpaulin load to cover the batteries, receiver and electrics. Unfortunately the original Led headlights and failed and I need to sort out replacements, #6 is a Berlynn Locomotives (rtr) Japanese or Korean brass model.

Watching paint dry! This Financial Times piece should put the cat among the pigeons, recent USA-UK trade "Deal" and its potentially repercussions for the British model train importers and distributors https://www.ft.com/content/52f7be1c-e708-4b01-b486-7f189a52c842 "China has criticised a trade deal between the UK and US that could be used to squeeze Chinese products out of British supply chains, complicating London’s efforts to rebuild relations with Beijing". FT Perhaps Accurascale consider on-shoring IRM sales and distribution to Ireland unless United States forces the EU into a similar "deal" Perhaps an opportunity for British modeler to "get back to basics" resume modelling and support the local industry by scratch and kit building

The challenge in converting a BR MK1 Full Brake into a CIE BR Genny Van is that the BR MK1 full brakes were shorter (57') than the Genny Vans (64'6") and the arrangement of doors-windows at the generator end of the CIE vans was quite different to the BR Full Brake. As far as I recall the CIE "BR Vans" were converted from MK1 Brake end coaches of two different types Brake 2nd & Brake 1st?) SSM did a brass overlay for a "BR Van" & Bill Bedford (Mousa Models" did overlays for both varieties of "BR Van" which should be suitable for any type of 64' MK1 coach. Another alternative is to convert a "BR Van" from a MK1 Brake end coach and block up the redundant windows at the generator end with plasticard & fabricate a set of louvers from plasticard to fit in one opening, there is other stuff such as modified roof & underframe detail and fitting B4 Bogies, IRM/Accurascale are apparently planning at some stage to introduce a CIE "BR Van"

Choosing between Dev and Collins and others that took opposing sides in the Civil War would have been likely to have been divisive until recently. Safer to choose executed 1916 leaders that were acceptable to both sides. From the Anti-Treaty perspective those that signed and enforced the Anglo-Irish treaty had betrayed the Republic, while from the Pro-Treaty side considered the Irregulars as in modern terms a group of Fundamentalists a real threat to the survival of the newly established Free State. Depending on perspective people viewed Dev and Collins either as heroes or traitors. Naming the stations after 1916 leaders was tied up with the 50th anniversary commemoration of the Rising and to stir up patriotic feeling and improve the Fianna Fail Government's election chances in 1967 General Election

I obtained digital copies of HMRS drawings without any significant problems, possibly contacting the society directly rather than using their on-line system. Though some drawings may not have been scanned in the absence of a digital image. At the time I was in search of evidence to undermine JHBs claim that no 'long' British style 4w coaches existed in Ireland and managed to track down a drawing of a WCIR 24' WCIR Railway coach from the 1870s with quite ornate panneling

Richard Chown had a pair of the original outside framed Big Boys on his Castle Rackrent layout possibly from a British manufacturers drawing or an 'Official' drawing from a private collection. There is a Brian Monaghan color photo of a MGW Convertible sandwiched between a pair of Long Toms on the Castle Rackrent "Keats and Chapman" mill siding Model Railways magazine possible May 76 edition There is a Metropolitan GSWR 1917 van (with end doors!) in the HMRS collection, there is no digital imaged but listed as as 17'5" ob interesting, but too short to be a Long Tom. Possibly someone on this group may have access to one of Richard Chown's Big Boys or access to Herbert Richards collection of wagon drawings Herbert (Herbie) produced high quality drawings of a MCW built GSWR 10T Open, GSR Grain, GN (Bogie) Guinness (Transport Research Associates), CIE 12T Standard Van (H) "The Irish Model Railway Company" 1964. Apparently Herbert who was once an MRSI member (way before the time I joined in the early 70s) was an active fine scale modeler with an interest in the GSWR who apparently built a model of Tullow station.

I ended up producing 4 different variants of the RTR 20T Brake Van in different liveries, the interior included a potbelly stove and hand brake wheel, but barely visible unless you removed the roof. Initial plans in 2020 was to commission a plastic injection molded model direct from China, but went down the 3D printed path as I wasn't convinced that I would sell 2-3000 required to break even. In the end sold approx. 100 over 3 years. May re-visit the Brake Van later this year, if time become available. SSM produce a straightforward kit for the 30T van, no soldering necessary basically fold up etched brass assembly of a Dapol Chassis.

This post was triggered by IEs recent announcement that it has signed an agreement to order 400 wagons over the next 10 years and a recent announcement that a NZ Developer Construction company is building an Inland Port in the South Island. https://www.stuff.co.nz/nz-news/360688905/explained-why-company-planning-3-billion-inland-port-development-otago Which brings up the question of whether Irish businesses are prepared to build Inland Ports or 'a network of intermodal terminals offering logistic services nationally" as IEs Rail-Freight 2040 Strategy long widely describes them https://www.irishrail.ie/Admin/getmedia/685e9919-f012-4018-879b-06618bb536af/IE_Rail-Freight-2040-Strategy_Public_Final_20210715.pdf Although there were private sectors proposals for a rail linked Inland Ports at Clondalkin (National Distribution Centre and near Portlaoise during the late 1990s and even e Dublin Port proposal to build an Inland Port for container storage with its own fleet of wagons none of these proposals for a rail linked Inland Port materialised. Dublin Port deciding instead to serve "Dublin Inland Port" by road through the Port Tunnel and motorway network. Daventry International Freight terminal originally operated by Tibbett and Britten was an early example of a railfreight served Inland Port in England, locally the Port of Tauranga developed an Inland Port in Auckland (our largest city) about 30 years ago (think Waterford Port or Foynes establishing an Inland Port in Dublin) with rail-freight terminals shifting from railway owned land to private sector owned terminals usually operated by Logistics companies. Hamilton where I live a city with a population of approx 100k opened its 1st Inland Port about 25 years ago to serve Fonterra (NZ largest dairy sector operator) and as the cities railfreight terminal, more recently Kiwirail provided a private siding off the main line to serve a new Mainfreight Transport Depot on the outskirts of the City. Mainfreight is served by trip working to and from the local marshalling years. The latest development is the Ruakura Superhub https://www.ruakura.co.nz/ on the western side of the city with rail access close to a major road/motorway junction. Ruakura was mainly agricultural (ag research) until development work commenced about 10 years ago. Due to their large scale (amount of space) and simple rail layout contemporary Inland Port is not really feasible of interesting from a modelling perspective unless you model in Z or have a hell of a lot of space, Largely funded by the private sector sometimes with minor state sector involvement it will be interesting to see if similar rail served development take off in Ireland.

The EU 9503003000 TARIC & UK 9503.10.10 commodity code for "Reduced (scale)models, electric model railways" commodity codes do not appear in the New Zealand Customs schedule. effective 1st July 2024 https://www.customs.govt.nz/globalassets/documents/tariff-documents/wtd-2024/section-xx-july-2024.pdf The NZ schedule has grouped model railways into the 9503.00.09 tariff category which includes both toys and scale models subject to a 5% tariff 23C . . . . . Electric trains, including tracks, signals and other accessories therefor 55A . . . . . . Model railways and accessories, other than those of Tariff item 9503.00.09 23C While New Zealand has adapted the World Customs Organisation's HS Codes (6digit) different countries and trading blocks appear to have expanded beyond a 6 digit HS code to meet their own specific requirements. As an independent country NZ has applied duty to both toys and models in a 9503.00.09 category which are generally 0 rated in other countries. Its possible that the 5% duty on toys and models in the 950300.09 category is a hangover from the days the NZ Government protected local industry with import tariffs, apparrently at one stage Tri-ang New Zealand factory which assembled toys and models for the local market, apparrently including an NZ version of the "Transcontinental' train set.

In their final years of operation fitted H Vans may have had their vacuum brakes isolated. I member checking out Mullingar scrap yard in 1982 all the fitted H Vans seen had lettering to the effect that the vacuum brake was isolated. The vacuum brakes appear to have been isolated as the H Vans went through the Works as the lettering was neatly applied in a uniform style possibly with a stencil, which indicates that the brakes on the H Vans may have been isolated during the mid-1970s while still in use in regular traffic, so fitted and unfitted vans could be marshalled randomly in a train up to the end of loose coupled wagons in regular service. H vans ceased to be used for bagged cement traffic following the introduction of the Pallet Cement wagons circa 1976, sundries and general goods traffic up to the changeover of the Dublin-Tralee goods service to Liner Operation in 1978. North Wall-Sligo and North Wall-Wexford were the first goods to go over to Liner operation possibly 76-77, followed by Galway and Westport, Waterford and Limerick, finally Cork and Tralee. Cross Border transfer freights continued in loose coupled operation, but using modern equipment into the 80s. Possibly the last long distance use of H Van's in revenue service was a Dundalk-Kilkenny empty keg special in the late 70s the vans were stored/dumped a Waterford North Wharf afterwards. Long lines of stored H Vans often in reasonable condition was a common feature at several stations in the mid-late 70s(Templemore & Roscrea come to mind) waiting their final trip to Mullingar.

Back in the day (late 60s) Dublin City Services used to deliver the evening papers to some newsagents using its fleet of RA open platform buses. One day going home from school on a No50, I decided to continue to the next stop at 'the top of the road" rather than get off at my usual stop in Crumlin Village. The conductor gave me the job of delivering the papers to Reynolds newsagents shop in return for refunding my fare and free sweets from the shop, my first paid employment almost 60 years ago my how time flies.

They say there is an exception to every rule, NZ very much does its own-thing. While New Zealand a staunch supporter of Free Trade particularly unrestricted duty free access for our food and timber exports to Europe and US, NZ imposes a 5% import duty on toys including model trains not that we have an indegenous toy manufacturingindustry to protect. Apparently customs only levy duty on imports above $1000nz in value, I got hit a number of times when I imported high value large scale locos from the States which were bascially unobtainable on the local market.

Bread and Circuses basically Trump has sold the tariffs to the American people as something the Chinese exporters rather than the American consumer will pay. It may all work out in the end with the tariffs used to fund Federal tax cuts so American will be better off in the end. Interestingly the 30% tariff for the next 90 days anyway is not a lot higher that the 23% vat Irish purchasers pay on IRM models perhaps the Irish revenue introduce a 7% duty on toy trains to 'even things up' with our American friends. I found out to my cost about 1o years ago that New Zealand charges a 5% duty on toy trains when I imported a loco from the States.

I don't bother sealing or painting a baseboard before tracklaying its not really necessary unless you use a water/moisture absorbant material like MDF I wouldn't worry about movement/weight of the scenery affecting the track wiring, the most important thing is to make sure the trackbase/baseboard is adequately supported/braced. Stripwood possibly 75x25 planed all round is probably the best option for baseboard framing for a 1st layout. I would recommend 12mm ply B Grade (min surface defects 1 side good) as a minimum for a baseboard though I used some 9mm A Grade I had surplus from a job for this layout, it looked good was of adequate strength and free! The ply framing on this layout was ripped using a powered table saw with the fence set to ensure the ply was ripped to a consistent width, I bought the saw when I was a jobbing builder. All ply baseboard North Wharf layout started 2021, dense foam ground sheet used as track underlay. Peco track laid on PVA(school glue!) loose ballast applied Loose Ballast scattered on track, weights should then be placed on track to prevent movement until glue sets (a board with metal weights on top) DCC wiring track bus/feeds black and red remaining wiring to Stationary Decoder used to operate Peco point motors. I usually cover the baseboard edge with a painted hardboard fascia sometimes contoured to the profile of the scenery/landscaping. Ground cover ash, ballast and grass is basically woodlands scenics scatter glued to a foam track underlay some on a bed of glue or dilute water/pva/washing up liquid using an eye dropper, embankments formed expanded polystyrene carved to shape with a knife

While MDF because of its weight has good sound deadening qualities, the downside is that unless you use water resistant MDF it swells and distorts if it gets wet. I generally use a 5-7 ply plywood preferably Birch or Scandinavian in the 12-18mm thickness for strength and rigidity, though I recently used 9mm finished ply on a plywood framed layout on a portable layout. I generally install cross members on a ply or timber framed baseboard at 600mm centers. In the past I had MDF baseboard surface swelling when I used a PVA and water mix while loose ballasting a layout and problems with drumming and sagging when I used 6mm ply as the trackbase on a layout about 30 years ago. At the time I used to glue the loose ballasted track to cork underlay which contributed to the drumming These days I use dense foam (camping ground sheet) underlay with ply baseboard surface/trackbase with track glued (not pinned) to the baseboard to prevent drumming.