Mayner

Alan The 14' outside framed convertible wagon seems to have been the standard up to around 1914-15 when the longer Irish Railway Clearing House open and covered wagons were introduced & the GSWR developed the steel framed H van. The convertibles were used to carry cattle or general goods traffic. Most companys did not have enough cattle wagons to handle the seasonal peak traffic from large fairs that could require 100+ wagons like Ballinasloe, Loughrea, Roscommon so convertibles were pressed into service. Resin casting from a plasticard master would probably be a quicker option than scratchbulding for building a rake of open wagons, most of my C&L coal wagons have a one piece resin body cast in a simple plug mould. Plasticard would be a better option for the master than brass to get a decent wall thickness, most of the earlier box style opens used min.3"planks or 1mm thick in 4mm.

Francis Shuttleworth's photo appears to be part of a series of photos taken on 29 May 1957, I have a dated black and white print of the same train probably taken a few moments earlier as the fireman boarded the loco and a photo of the train consist of 19th Century MGWR stock and brand new tin vans. 659 is probably on pilot duty making up the train for A Class haulage to Mullingar or possibly Westland Row. The 650s regularly worked mail and other passenger duties over the Sligo road in the 1950s until bumped from main-line duties by the A Class The weathering of the tender is interesting, the design is almost guaranteed to throw up road dirt on the sides. I tended to use Howes Railmatch "Weathered Black" for CIE steam locos and used a satin or matt varnish depending on whether I wanted an ex-works or worn finish. The "colour" is more a grey than a black.

The DSER engines seems to have been the exception, the J8 0-6-0s & K2 2-6-0s seem to have been highly rated when GSWR or Midland Section crews operating people could get their hands on them. It would be interesting to see how South Eastern crews rated the GSR built 850 2-6-2T & 670 Class 0-6-2Ts compared with ex-DSER suburban tank locos

Victoria Railways also had double ended 280hp Walker units similar to GNR railcars F&G http://www.auscisionmodels.com.au/280HP%20Walker%20Rail%20Car%20Page.htm The Walkers appear to have been nicknamed "A room & a bath" and "Two rooms & a bath" . Victoria Railways were originally built to the Irish 5'3" gauge and pretty much standardised on EMD power from the early 50s

The B121s were a General Motors export design with nothing similar running in the BR or in the USA. B121 is on Murphy Models wish list, the Model Irish Railways whitemetal or resin version may pop up from time to time on the second hand market The Irish locos were a customised version of the General Motors GL8 export design developed in the early 1960s mainly for use in Australia, Asia, Mexico & South America. GM developed the GL design to break Alco & General Electric (USA) domination of the South American, Asian and Australian export markets. The B121 were closest mechanically & electrically and did similar work to the Victoria Railways Class T which also ran on the Irish 5'3" gauge, but the Australian and Irish locos were quite different visually. http://www.ask.com/wiki/Victorian_Railways_T_class_(diesel)?o=2802&qsrc=999&ad=doubleDown&an=apn&ap=ask.com The T Class was a road switcher design with a short hood rather than an end cabbed design like the B121s. The Mexican and South American locos built for narrow 3' & 5'6" broad gauge, were visually similar to the CIE locos but tended to have lower cabs and different door arrangement. The Mexican locos were only intended for low speed work, had simpler electrics and ran on American freight car bogies or trucks. http://www.rrpicturearchives.net/showPicture.aspx?id=1566079

I have London Area IRRS book on the Turf Burner somewhere, mainly technical with diagrams of the fuel, drafting and steam circuits. The Turf Burner appears to have been designed to burn either peat or oil. The design of the loco had a lot more in common with a Double Fairlie than the Leader. CC1 had a small double ended boiler and central firebox in the area around the cab rather than the Leader's large conventional (by Bullied standards) steam locomotive burner. The boiler was designed to burn pulverised or milled turf on a fluidised bed in a similar manner to in a power station, peat was fed to the firebox by screw conveyor from bunkers located fore and aft over the bogies. Oil firing equipment appears to have been designed but never installed. The boiler appears to be distinctly odd with short and what appear to be rectangular barrels off a large central firebox. Engines presumably enclosed units mounted on the bogies with enclosed chain drive to the wheels. While CC1 appears to have proved the concept for a modern mixed traffic steam locomotive design, the requirement for 50 turf burning locomotives for seasonal beet and cattle trains envisaged in the 'modernisation plan" had disappeared by 1963 along with the requirement for most of the C Class diesels A considerable level of investment in time and money would have been needed to develop CC1 into a reliable loco at a time the long term future of the railways were in serious doubt. While labour was probably cheaper South Africa, India & China concentrated on improving the firing of proven designs rather than trying to -invent the steam locomotive. Going back to the story of CC1s frames and the buried Macroom loco, New Zealand preservationists have a history of pulling locos out of rivers and restoring them to working order http://www.plainsrailway.co.nz/stock?page=locos. Mainly because of an independent pioneering spirit with no expectation of official or Government support things get done rather than talked about.

AHO Alco PA1 chassis might be an option Brian Fennel a member of the MRSI Loughrea group used an Athearn Alco PA1 chassis to power a scratch built model of CC1. Bogie sideframes and chain guards could be fabricated from plasitcard or3d printed. Shapeways "Frosted Detail" will give a finer finish than the nylon usually used but is a lot more expensive.

GSWR Carriage Diagrams (H Richards & B Pender) 1975 includes a diagram of similar 1924 built 50' tri-compsite 1096. 1097 is not listed possibly because it entered services post amalgamation. Its possible that the coaches were converted from 50' non-corridor Brake3rd built in 1910. 50' Brake 3rd 1090-1095 Built 1910 listed in service in 1924 is dawn with the earlier style of panelling, arc roof and gas lighting. 52' Tri-composites 1098-1099 Built 1911 Similar styling and roof profile with exposed roof cisterns. Non-gangwayed with separate toilets to make sure the 3 classes of passenger did not meet I always fancied a model of 861, I bought some sets of Comet LMS Period 1 coach sides about 20 years ago hoping to do a cut and shuffle but could not get the window spacings to work out. I guess I might have to add a couple of stray NCC coaches that took a wrong turning at Antrim or Cookstown and got completely lost and ended up on the Midland in Cavan or even Navan Junction.

Love GSWR pass with the W crossed out the General Manager W H Morton was former MGWR CME responsible for the introduction of the Woolwich, Midland Cattle engines (GSR J5), promoted to GM after a stint as CME at Inchacore. Some unusual journeys Newmarket to Mitchelsown, Courtmacsharry to Birdhill and back.

The C&L system with abs plastic chairs and sleepers is pretty robust and easy to use, pre-milled switches and pre-assembled crossing vees save time but work out very expensive. Most of the problems I have had are due to ply crossing timbers that have warped & twisted and the difference in rail section between Marcway (SMP) & C&L track systems. Although both the rail heights match the rails are slightly different in cross section.

I like the coaches David could be on an excursion to the seaside at Strandhill or a Gaelic Football match at Sligo or possibly Croke Park. Even in the late 1950s 6w coaches were pressed into service on quite long distance excursions often diesel hauled. CIE also seem to regularly hire ex-MGWR 6w coaches to the SLNCR there is a photo in Neil Spinks SLNCR photo pictorial of one of the large tanks Enniskillen hauling 3 6 wheelers two lavatory composites and a third, a pair of H Vans and an SLNCR goods brake. Two of the coaches appear to be in the late 1950s green with single eau-de-nil stripe at waist level, 1 & 2nd class numbers on the doors, the other coach in plain green no stripes or numbers. None of the coaches had snails.

Some pictures from IRRS Inchacore works visits late 1970s and early 1980s There does not appear to have been a major difference in shade between the newly re-painted 001 Class and 071 in original livery after approx. 12months service and road grime. The B101 in the background shows how the Golden Brown eventually fades to pink. The paintwork on the MK2D Supertrain sets would tended to have become more faded in comparison with the locos. The Supertrains were introduced over a relatively short period while the locos were re-painted on a more gradual basis as they went through the Works, some locos were still running around in the black and tan scheme in the late 70s. Recently re-painted MK2D, Laminate and Park Royal Coaches early 1980s. It looks like CIE have changed the shade of Golden Brown or possibly its the lighting or photographer. Personally I would not get too worked up about the difference in shade between the coaches and 071 locos, the 071s were originally painted a darker richer shade of Golden Brown than the coaches, were intensively used and always seemed to be covered in road grime.

I could never quite make out whether the garden railway is set in the US somewhere between Colorado and the Pacific North West, the wilds of Tasmania, the Coromandel or South Island, but it seems to struggle with a daily way freight serving the needs of Jackson County. Having crossed over the divide from the East Coast to Jackson County Train #1 lead by 600Hp GE export diesel No 12 waits for orders at Ti-Tree Flats. Westbound traffic is mainly empty ore and log cars and general freight. Like other narrow gauge lines that modernised its motive power in the 1950s, it stuck with 19th Century wooden freight and passenger equipment to the bitter end. Arriving at Jackson City #1 normally sets out a cut of cars on the siding ex DRGW #50 normally switches the yard and local industries. Today #50 refuse to start, batteries are flat someone left the lights on all night after yesterdays switching. #1 places the Caboose in the siding then sets out todays Jackson City cars on Track 2, then places empty log cars against the caboose to shorten the raft of cars before pulling out todays eastbound traffic from the freight house and stock yard on Track1. Having drawn out the Eastbound cars #1 places todays cars on Track 1 box cars for the Freight House, gondola for the loading bank and two tank cars for the oil depot. Recombining its train of empty ore and log cars from the Siding #1 attaches todays Eastbound cars behind its caboose and switches these cars to the siding for pick up by Eastbound #2. An hour late and nearly there! #1 waits for orders on the main before departing with empty cars for Pontificat8 and Kingswood. On the left work has started on a new siding to allow trains to pass on the main while trains switch the yard. Some day the Jackson County might even get some new-fangled steel hopper cars from the EBT to modernise the ore-drags.

Hi Alan I haven't got to the stage of powered running yet, the crossover from the main-line to loco shed and loop has given a lot of trouble and basically needs to be re-laid, the rail joints in the rest of the yard need adjustment before final gluing down to the foam underlay. I have had a lot of trouble in achieving a "level top" at the rail joints from what seems to be a combination of the template and kraft paper cockling, ply crossing timbers warping and twisting & difficulty in bonding the chairs to pre-stained ply sleepers with ABS solvent. The Iain Rice 'system" is based on ply and rivet construction with cosmetic than functional chairs, which probably overcomes the problems with the stability of the paper and the chairs In the long term the plan is to use stripwood rather than ply sleepers for 21mm gauge track, most likely on a template laid directly on foam or American style cork road bed and sand the top of the sleepers to get a level top before dropping in the rail.

And a pair of very large 4-8-4T locos the Swilly engines appear to have been a lot more useful than the 900s

Possibly a higher proportion of buyers are collectors who want one or two of each new release rather than modellers who want a complete rake of coaches.

Jeepers creepers you have managed to squeeze a quart into a pint pot and really captured the atmosphere of the station and neighbourhood. Reminds me of when I used to pass the station every day on my way to work from upstairs on the 54 bus.

My sincere condolences to you and your family JHB. Although the changes and uncertainties of the 50s and 60s must have been difficult to deal with while bringing up a young family your father had the opportunities and career most of todays railfans' could only dream of.

Nice work Alan. Building in styrene is mainly around having an adequate thickness of material and bracing to resist warping. These days I normally use a 3 layer construction for buildings and structures. I have a number of plasticard 4mm wagons that are still pretty good after 20 years and a large scale model of Schull & Skiibereen No4 Erin that's built like a tank.

Back in those days the lack of rtr CIE locos or kits encouraged modellers to scratchbuild rather than wait in anticipation of MM bringing out a rtr model. During the early 70s scratch built A Class hauled Supertrains or cement bubbles were not exactly un-common. Some of the scratchbuilt and bashed rtr locos were far superior to either the Lima 33 or Silverfox Metrovicks.

He was certainly innovative in his modelling breaking the boundaries with a diesel electric and diesel? hydraulic powered Brush Type 4 & Hymek in the early 1970s. The design and construction of the Class 47 was covered in a detailed series of articles in Model Railways magazine, used to look forward as a teenager to colleting the latest edition every month from Southern Model Railways Grafton Arcade.

I sometimes think that the GSR was a much more astute and better run company than it was ever given credit for. GSR management were faced with a similar challenge to the LMS and Penn-Central in amalgamating two major companies with quite differing operating and engineering traditions, against a background of declining revenue and road competition, together with catching up on maintenance following WW1 and repairing Civil War damage. The GSR seems to have been much more successful in lobbying Government in relation to road competition than the railways in Northern Ireland, the ability to operate road and rail services in the 26 counties placed the GSR was in a much stronger position than the GNR, NCC having bought out or eliminated most of the competition. Once it had established a virtual monopoly of road and rail transport the GSR seems to have been equally ruthless as the Stormont Government of the 50s & 60s in closing uneconomic railway lines. There was little point in the GSR committing capital to building modern new locos and rolling stock, while at the same time lobbying Government to close nearly 900 miles of branch and secondary lines. It looks like the 1950s time warp of ancient and modern locos and stock on scenic lines in West Cork or Kerry may only have arose as a result of war breaking out in Europe in 1939 stalling the implementation of GSRs closure plans. JHB I am not sure if buying a diesel from NBL would have been such a good idea. The reputation was so poor that New Zealand Railways rejected the offer of a free demonstrator and instead went to GM and eventually ordered over 100 locos of the same class

Interesting photo it looks like steam locos were regularly used as station pilot at Sligo into late 50s. 610 (Midland standard goods) is possibly preparing to pull out the stock of a recently arrived diesel hauled passenger in order to release the loco (A Class?) from the buffers. Possibly post 57 very clean light green coaches no SLNCR vehicles visible. The Mldland van looks like either 25 or 27 built in 1908-9 for the Sligo & Mayo roads, another of these vans also appears to be parked on one of the two centre roads. Broadstone built a further two batches of 6w brake and luggage van the last were completed by the GSR as 51M & 54M in 1925.

No access in those days to an on-line "service desk" in Kiel. The MAK was originally supplied as a demonstrator with an English speaking German crew in the hope of getting an order for main line diesels from the GNR or the UTA, then bought quite cheaply by the GNR. 800 was more a heavy shunter than a main line loco excellent for trip working between Boyne Road and Drogheda, being non-standard she seems to have spent a lot of time out of service waiting for parts. .