Mayner

David I had to re-read your post before I realised you re-built the Worsley Works kit into a G601. Chain drive for these locos is quite prototypical. How did you cut out the windows in the new cab front and rear plates? There are probably few people on this forum who would be familiar with the techniques for cutting windows and other openings in metal.

Nothing to stop a group to commission the Chinese to produce a rtr injection moulded or brass Dutch Van or anything else for that matter there is sufficient demand 2-3000 units injected moulded plastic 2-300 units @ $50-60 ready to run in brass at about $500 a throw. An other alternative would be to engage a professional model maker like Mike Edge to produce a master to the required specification and produce a rtr model in polyurethane resin volume would reduce to around 50 units @ $100-150 for a complete ready to run model. John

Hi Richard. Small point it looks like GSWR saloon 353 which survived in service until 1964. Looks a nice model interesting to see that you have incorporated NEM pockets in the bogie design.

Kingsbridge/Heuston had two platforms and several carriage sidings in between under the overall roof until the island platform 3&4 was added in the early 70s. Platform 1 "The Military Platform" seems to have been mainly used for non-passenger traffic, Platform 2 for departures Platform 3 the later Platform 5 for arrivals. Connolly/Amiens St had a similar arrangement with the Howth Bay form local passenger traffic, main departure and arrival platforms with carriage sidings in between and the short Platform 1 used for non-passenger traffic and railcar maintenance. In steam days a pilot loco would draw out the coaches of an arriving train to release the main line loco in stations such as Kingsbridge, Amiens Street and Broadstone. The pilot might re-marshal the train before positioning it in the departure platform as the majority of passenger trains ran in loose formation and often carried tail traffic, such as carriage trucks, horse boxes and vans for perishable traffic & mail traffic rather like the AMTRAK passenger trains of the 1990s which carried considerable van traffic

Harcourt Street 1900 runaway train 1900 , Cannon Street 1991 https://www.railmagazine.com/trains/specifications/lessons-learned-from-cannon-street-crash are good examples of buffer stop collisions. I think the loco in the photo may be a GSWR 0-4-4 back tank with a local train to Kingsbridge. In steam days larger terminal stations like Kingsbridge, Amiens Street and Sligo had separate main-line departure and arrival platforms. The arrival platforms usually had hydraulic buffer stops similar to the classic Hornby model https://www.mightyape.co.nz/product/hydraulic-buffer/25031703?gclid=EAIaIQobChMIgOyOs_vW1wIVgR0rCh0_mg0SEAYYASABEgKPKvD_BwE with plain buffer stops on the departure side. The LNWR North Wall Station seems to have become something of a white elephant with the opening of the Loop Line in the 1890s and the growing importance of the Holyhead-Dunlaoire route. The North Wall passenger station closed and the mail trains diverted to Carlisle Pier when the LNWR Dunlaoire-Holyhead steamer service won the Mail contract in the 1920s

Excellent work!

Dapol https://www.dapol.co.uk/shop/n-gauge/diesel-locomotives-n-gauge and Graham Farish (Bachmann/Kader) http://www.bachmann.co.uk/prod1.php?prod_selected=farish&prod=3 are the two main suppliers/manufacturers of British rtr. The Dapol Class 33 would just about pass for a Metrovick from a distance (the old Lima OO/HO Metrovick were re-painted Class 33s. The Dapol BR MK3 and Farish BR MK2 coaches would be close enough for the Irish stock of the 80s onwards. The main draw back would be trying to achieve a decent paint finish on the locos and coaches together with spoiling some rather nice models and destroying the re-sale value. Probably better to stick to Japanese or try out American N gauge

Worsley Works sides on a rtr Graham Farish or Dapol body would appear to be the best option for producing UTA/GNR coaches Colin Flanagan has produced convincing results with rtr conversions of NCC & GNR coaches using these methods in OO The Worsley Works N scale list does not include GNR stock at this stage http://www.worsleyworks.co.uk/2mm/2mm_Irish_Standard_Gauge.htm but Alan Doherty is likely to produce the sides if you ask him. Finding a donor body may be a bit tricky Graham Farish appear to have dropped their older corridor and non-corridor coaches which may still be available second jhand on e-bay or exhibitions https://www.ebay.co.uk/itm/GRAHAM-FARISH-N-GAUGE-MAINLINE-COMPOSITE-COACH-GWR-BROWN-CREAM-/292327768203 j

The tube seems to have been a common feature on the drivers side of MGWR locos, possibly as a holder for the section staff on single lines. John

Nice to see a good step by step guide in chassis assembly, the Leinster Models kits were just a step removed from scratchbuilding. Its good to see that you milled out the chassis to the correct profile, the lightning holes in the frames are such a distinctive feature of the smaller MGWR locos. Traditional method was to solder the two frame blanks together and cut the frames to shape using a Piercing Saw and needle files.

Its sounds like a good idea American modelers (Worldwide) and other "special interest" groups tend to stay in touch through conventions (hiring a hall and layout tours) rather than attending exhibitions. There seems to be enough good layouts and modelling interest to support IRN Conventions in the Ulster, Leinster & Cork. Conventions are aimed at the modeler rather than the general public and usually include trade stands, workshops,, layout tours and visits to preserved lines/railway workshops.

The 52 Class were the 1st GSWR Class of 4-4-0 for express passenger traffic, the locos were bumped from the Kingsbridge-Cork & the Killarney passenger workings by the slightly larger 60 Class in the late 1880s, but lasted in main line and branch services into the 1950s. including Kingsbridge-Carlow-Kilkenny and Limerick-Sligo services & branch line services. I am planning to build two of these locos one for my own uses and a commission and as a change from the 101 Class. I have 5 SSM/TMD J15s at various states from un-built to complete and a rebuild/upgrade into a 52 Class looked like the best option for 191 the oldest member of my fleet started over 30 years ago in 1986. I am looking at designing a set of etched brass scratchbuilders parts for these locos as an alternative to a scratchbuild. The basic idea is to use the parts in conjunction with the SSM GSWR 101 Class tender & castings to complete the locos. The parts would allow for option of building the elegant GSWR/early GSR version with raised round top firebox and waisted smokebox or the more plain Jane GSR/CIE version with flush round top firebox and straight sided smokebox.

Nice touch with the grass growing siding, with shrubs and bushes at the stop blocks. The CVR seems to have been a spit & polish operation with well turned out locos & stock and well kept stations right up to closure in 1941. With Sir Basil Brooke (NI Prime Minister) and Henry Forbes on the Committee of management they would have run a pretty tight ship

I am not convinced that its easier to kitbash a plastic coach into something its not than to assemble a kit or even build a model from scratch. The LMS full brake is considerably shorter than the GSR/CIE full brakes. Apparently the UTA had ex LMS coaches and full brakes, maybe a rake of UTA stock in dark green behind a WT to ring the changes The SSM Bredin Brake with its bolt together construction is probably an easier and faster option for the CIE Luggage vans, Bachmann Commonwealth bogies would speed up assembly in OO. Similarly I would use the Bill Bedford sides with Comet, MK1 parts in preference to trying to modify a Hornby or Bachmann Mk1 into a BR Van. Then again its a case of each to personal preferences and aptitude with different techniques and materials

There are photos of both 233 & 234 in the Supertrain livery inside Inchacore Diesel No 1 on 10 July 1976 in Barry Carse's Irish Metrovicks book. There is also a 1969 colour photo of B233 departing Connolly in multiple with B192 with the Sunday 10:00 Dublin-Limerick via Nenagh passenger. B233 looks very smart in black with small yellow warning panel and white cheverons above the cab windows. The main visual difference between the Maybach engined locos and the original C Class was the blanked out porthole on one side at the RHS at the No2 end and the larger radiators. 233 & 234 did not receive GM pattern headlamps until re-built with EMD 645 power units during the late 1970s. The locos seem to have been used on Dublin-Limerick passenger workings and bagged & bulk cement from Castle Munget

The Executive Coaches were regularly used by Guinness for entertaining clients from the bar trade, (tours to James Gate & Dundalk breweries, Galway Races etc. The Executive train was exhibited at the Inchacore 150 in 1996 but was required for a charter on the Saturday afternoon.

Try North West Shortline in the United States. http://www.nwsl.com/home.html They manufacture replacement wheels for Athearn and other American manufacturers. http://nebula.wsimg.com/8e0447237058b48781159b49163fee67?AccessKeyId=08BEE66B97B387F20C0D&disposition=0&alloworigin=1

The Atlas RSD 4 /5 might be a better option than the Class 31 for motorising an A Class. Atlas locos have a very good reputation in terms reliability and slow running quality, the RSD 4-5 had similar trucks with an un-equal wheelbase to the A Class, Being to a smaller scale 1:160 compared with the British 1:148 it should be easier fit the Atlas chassis in the Shapeways A Class body.

I have modeled in N scale for nearly 40 years and seem to have had more success in completing layouts in N then in the larger scales. I initially started in N out of frustration with trying to squeeze a OO gauge layout into an 8X6 box room, together with problems with less than satisfactory running with contemporary OO gauge locos and my beginners efforts at scratch/kitbashing Irish locos and rolling stock. Adapting N allowed me to concentrate on modelling the railway with nice sweeping curves and without too much compression of station layouts, eventually building an end to end layout with a terminus and a small junction station in an 11X11 bedroom with an operating sequence based on the Mayo Line during the transition from loose coupled to liner working. I was able to run 5-6 coach passenger trains double headed by B121 Diesels, a Night Mail and a 001 hauled goods loading to 15 wagons. BR also had running powers with a Minitrix Britannia, a Peco Jubilee & a Farish Black 5 and a rake of blood and custard coaches. I eventually getting round to modifying Atlas & Arnold diesels to look like CIE locos and modifying freight rolling stock, the running quality of Arnold, Atlas and Minitrix locos were far superior to contemporary OO gauge. The terminus was on a 7' long baseboard and would have taken a space of 14' in OO, minimum radius curves were 18" which looks reasonable in N The N gauge was dismantled following a house move I later started modeling in American N Scale to get something running quickly after moving to the UK in the late 80s though I did not get round to building a layout until I returned to Ireland nearly 10 years later, though I did improve my skill in assembling brass and whitemetal kits Atlas, Kato and Proto 2000 locos are extremely smooth running with twin flywheel drive and good slow running characteristics. I understand that the Valve Design Bo Bo & 071/101 bodies are designed to fit on Proto 2000 chassis True to form the American layout was dismantled & re-erected after I moved to New Zealand before being dismantled and put into storage following a house move 10 years ago. The trains are on a yard built on 2X4' X 1' wide modules track is Peco Code 55

Strictly speaking hauled stock such as the Cravens could not be used for push pull operation with the B201 Class and the 6100 Class push pull driving cars. Any form of hauled stock would have been a great improvement on the converted railcars which lost their comfortable seating and tended to roll at speed when converted to push pull operation. The Push-Pull sets were converted from AEC railcars and Powered Intermediates usually marshaled in 5 car sets, I think an AAR control system was used similar to the General Motors locos. 121 Class locos worked the Greystones Shuttles after the B201s were withdrawn from main line service until replaced by leased NIR 80 Class set I always thought CIE missed an opportunity in failing to set up the B201s for top and tail operation with the MK2D Supertrains creating an Irish Midi-HST. The B201s were capable of fast running and like the 001s with Commonwealth bogies rode steadier and were easier on the track at high speed than the pure bread GM locos These would have been ideal for speeding up the Heuston-Limerick via(Nenagh) and Heuston Waterford trains. Hint Hint Noel

Sundries containers and bagged cement traffic was unloaded on the main line using forklifts at some of the smaller depots, such as Mullingar, Boyle & Roscommon on the Midland. Bagged cement was also unloaded on the main line at Gort & Tuam on the Limerick-Claremorris line. To be fair CIE engineers were fairly innovative in designing wagons like the bagged and bubble cement and prototype sundries van. In some respects the design of the sliding door sundries van was ahead of current technology and the 10' Uniload Container a better work around for sundries traffic than a pallet wagon. In the end there was no way IE could continue to transport sundries and domestic container traffic with a government subsidy once the road transport industry was de-regulated and CIE lost its virtual monopoly on road haulage in the early 1990s. Interestingly railborne "sundries" traffic is making a come back with Logistics companies using rail for its line haul work between hubs. The big difference is the much longer line haul between terminals and higher volumes of traffic.

The black running gear looks even better . It might calm down once the paint starts to fade, Some friends had "BR Bauxite" specially formulated for a narrow gauge brake van in the UK. The van eventually faded from a salmon pink when freshly painted to a much darker shade

The side door containers seem to have been used as a more modern substitute for H vans rather than for intermodal work before loose coupled goods trains were phased out in the late 70s I remember seeing side door containers and half heights in traffic use in the down goods yard in Athy around 78, there are a number of photos of side door containers in the Youghal goods train.

An alternative is to use Marcway copper clad pointwork in combination with their SMP plastic sleepered flexible track. http://www.marcway.net/point.php. Marcway will also produce custom pointwork and complex formations in addition to their standard range of points and crossings. This might have an advantage over using standard points with the curved track formations in Omagh Goods yard, David Holman used custom built Marcway points and trackwork for his Arigna Town broad gauge O Scale layout. One of the advantages of thin sleepered systems like Marcway/SMP is that its a lot simpler to ballast the track than with Peco or other systems with thuck sleepers. Basically lay the track on a thin layer of PVA or School Glue applied to the track underlay and simply sprinkle the ballast on top and vacuum off the surplus after 15-20 minutes.

Hi Tony Personally I would not fit polythene as a vapor barrier between the framing and Stirling Board as its likely to trap air moisture breath and environmental) inside your shed and potentially increase rather than decrease the risk of molds and damp inside your shed. In recent years building design has shifted away from vapor barriers towards building wraps such as Du-Pont Tyvek or bitumen based "building paper" that allow airborne moisture to enter and leave a building following problems with leaky homes in North America and New Zealand. The Stirling Board and roofing felt will serve a similar function to a building wrap. I would strongly recommend insulating the ceiling and laying polythene on the ground underneath the floor. The polythene will prevent moisture from beneath the floor approx 3ltr a day for a 9Sqm shed https://www.standards.govt.nz/touchstone/building/2014/jul/preventing-dampness-under-suspended-floors/ I live in a 1920s renovated bungalow of timber frame with weatherboard wall cladding and a corrugated iron roof similar to your shed, with similar range of temperature and humidity to the West of Ireland. Although our walls are not insulated and no vapor barriers/building wraps used, mold and damp is not an issue 1. the important thing is to ensure adequate ventilation at eaves level by leaving a gap between the top of the insulation and the underside of the roofing felt at eaves level. 2. Ensuring that the temperature inside the shed does not fall below dew point. I have an electric radiator with the thermostat set at the minimal setting in my garden shed/workshop which is of similar construction, and have had no problems with moisture damage to tools rolling stock or electronic equipment Gyproc Thermaline http://www.british-gypsum.com/products/gyproc-thermaline-pir?tab0=0 or a similar insulated plasterboard is probably the simplest and most economic way of insulating the ceiling in your shed.