Mayner

664 is getting closer to completion, but still experiencing drama on the painting front having to strip and repaint the tender chassis because glue/solder residue still noticeable after the 1st strip down and re-build. A few jobs stiil to be done including, fitting cab interior, coal load, connecting locos and tender and functional coupling (tension lock) to tender. Typical late winter/spring weather this week with widely varying temperature and humidity but managed to finish painting the loco and tender including a coat of flat clear. The customer choose 664 in 1935? Broadstone ex-works condition. The engine had been re-built with canopy cab and round topped superheated boiler in 1924, fitted with a saturated boiler (original condition) but a GSR riveted smokebox in 1930, before being retrofitted with superheated boiler in 1937 and presumably a GSR cab and finally rebuilt with a Y type Belpair superheated boiler in 1959. The GSR and CIE treated the ex-MGWR and GSR Y Boiler fitted to the 2-4-0s as a common pool and boilers were swapped between locos during repairs. 664 as running 1930-37 original type boiler but with riveted smokebox & MGWR style funnel, laminated leading springs and canopy cab, single large toolbox and no tender coal rails or side sheets. Posed as 1936 photo, "Smiths?" etched screw couplings, Romford/Markits front vacuum pipe (hose blackened with felttip end) HMRS shaded buffer beam numbers, custom number plates. Opposite side of loco. Width over running board/valences on MGWR "Atock" locos appears to be narrower than other 'major" Irish companies minimal space between buffers and valence. 33 Arrow later 657 and 664 share workbench space. Arrow in MGWR superheated condition 664 in GSR saturated form. 33 has a DCC socket in the tender 664 ordered in DC form, both locos wired on "American" principal with live axles on opposite sides of loco and tender eliminating wiper pick-ups. I the final stages of finishing 664 I relaised that the loco had a cab interior set for 21mm gauge which would not work in OO, but had a suitable replacement in my bits and pieces box. Biggest advance since my last posting was clearing, junk and other unfinished projects from my work bench, next job is to sort and size drill bits that had accumulated on the bench during the past 12 months!

Ellis Clarke does not specify whether the 21mm gauge locos and stock are built to P4 Standards or use OO/EM profile wheels, though Jeremy Suter was once the Scale Four Society sales officer so possibly to P4 standards. The GN/UTA era of the models possibly a customer in Northern Ireland or from Ulster Price wise the prices are not unreasonabe for professionally built kit and scratchbuilt items. The Jeremy Suter GN Van, Bread Container Wagon and GN/UTA Bread/Parcels van kits were produced 20+ years ago, very high quality and are extremely rare

I was trained in construction surveying in the 70s by an engineer who calculated levels and grades in imperial units and then converted the results to metric as we used a metric levelling staff. At the time architectural and engineering drawings were all metric and he had no problem with using a metric tape for setting out horizontal dimensions, but had a psychological barrier about calculating levels and grades in metric units. One of our engineers made an expensive surveying error on one site which my boss blamed on the engineers use of metric calculatations

The Nenagh Branch was basically the Main Line for Dublin-Limerick passenger trains until CIE opened the 'Direct Curve" at Limerick Junction in 1967 and introduced a non-stop Dublin-Limerick passenger service via the Junction. The two daily Heuston-Limerick passenger trains were routed over the branch until the direct connection from the main-line to the branch was removed during the 80s, a Dublin-Limerick Goods operated into the late 70s. Originally trains could run directly between the 3 main line platforms and the branch (to or from Roscrea) Basically the majority of CIE main line diesel locos and passenger stock would have regularly operated over the line up to the 1980s with the possible exception of MK3 Coaches. Interestingly the B141 /181 hauled Foynes-Ballina Oil and Coal trains were routed over the branch when the Limerick-Claremorris line was temporarily closed during the early 1990s. The oil/coal trains were restricted to a speed limited of 35mph and were routed by the branch to avoid delaying fast trains on the main-line between Limerick Junction and Ballybrophy.

I remember seeing East Lynn in one of its early outings in the UK, the modelling was simply mind blowing in catching the spirit of an East Anglia coastal town with its harbour and its railway. I lived in the London area for about 10 years and spent some time exploring the coastal fringes of Essex, Suffolk and Norfolk and places not unlike East Lynn I think Trevor may have also used cable/rope shunting in his earlier "Wicken" layout which appeared in Model Railway Journal and on the exhibition circuit. His layouts almost had a 'water colour" quality in terms of blending railway, architectural and scenic modelling

Headquartersof the 'Legal Aid Board" https://www.legalaidboard.ie/en/, I was under the impression that it was a Data Centre for the Revenue which is quite de-centralised with different departments dispersed around the country. I was working for the Health and Safety Authority at the time which was to be 'de-centralised" to Thomastown shortly before the policy was cancelled. The de-centralisation would have probably have affected 15-20 head office staff as the operational staff worked from regional offices or remotely from home, not a great windfall for Thomastown.

Leslie I was referring to the Revenue Commissioners building(data centre) seen in the background of the photo of the oil depot not the old RIC Barracks. The building built under a shorth lived Irish Government 'de-centralisation' policy occupied an area once occupied a large part of the station site. I worked for a Government agency at the time (2003) the Head Office function was to be de-centralised at the time, but subsequently cancelled. I worked 'remotely" in Dublin and Leinster but was 'flying' the flag in Kerry when I took the photos, I ended up working for a similar agency when we moved to New Zealand but found they were 10-15 years behind Ireland in the use of IT and remote working. There were rumours that the Barracks was designed for India's North West Frontier.

Looks like a tank orignially used with an oil burning steam loco during the 1947 -48 'Fuel Crisis" mounted on a flat wagon. CIE converted approx. 60 steam locos to oil burners so plenty of tanks available,

The 3D parts for our current RTR wagons orders are currently proceeding to production with our suppliers with an expected 4-5 week lead time for delivery to our workshop. I will provide and update and expected timeframe to order fulfillment when we receive the parts and have completed receiving inspection.

Apart from CIE not building Flat Wagons specifically for container traffic until the early 60s (25201-25435 12T-20'-11'wb) preventing pilfering may have been a factor, container would have to be lifted out of the wagon to open the doors. Strangely the GNR had purpose built wagons for General container traffic similar in general outline to the BR Conflat wagons of the same era.

The question was prompted when I contacted Digitrax to check whether they would repair a DT402D Throttle that had died several vears ago and service a DB150 Command Station which I bought about 20 years ago, and advised that they no longer service or repair those products. I chose an Empire Builder intermediate level Digitrax starter set for an American N gauge layout I started around 25 years ago and gradually built up the system adding a second starter set, additional throttles and radio control. The system morphed from controlling American N Gauge layouts with around 30 DCC fitted locos to controlling a G Gauge garden railway before I abandoned track power changing to battery radio remote control. The DT402D was one of the final additions and probably the first to fail when I upgraded the garden railway to Digitrax "Duplex" radio system around 2010, but recently un-earthed the Digitrax system to control a small OO Gauge shunting layout. Given that my modelling/type of railway I operate has shifted from an American style 'walk around' layout capable of keeping several operators busy, to focusing mainly on building/assembling models and very occasionally running a train on the garden railway or one of my Irish 4mm efforts, I find it difficult to justify the cost of replacing a Command Station (£343 (Coastal DCC or Throttle (£250 Rails) with their equivalent when they fail £50 for a Gaugemaster DC hand held controller appears more affordable on a fixed income. Costings are based on replacing the existing Command Stations with the current/upgraded model. Fortunately the 2 DB150 command stations and other 3/4 throttes still work, but the command stations struggle with the programming function. I wonder whether it will be feasible physically or financially to replace the chips in the locos as they fail. Thankfully all my Irish steam outline Broad and Narrow gauge are DC only there is too much hassle wiring a kit or scratch built loco for DCC.

While Oil Company traffic was light and wagons scarce compared with other types, small depots at branchline terminals and large country times were common enough, the old style tank wagons produced by Bachmann and Oxford rail appear 'close enough" and used in conjunction with a small oil depot make an interesting scene and add to the operational interest of a layout. Sometimes visible in the background of photos the Oil Company depots at country stations were often small in scale one or two storage tanks inside a fenced compound. Oil depots were added at both Loughrea and Ballinrobe during the 1930s "Baronial Lines of the MGWR " P O'Cuimin The depot at Loughrea was sited near the buffers at the end of the cattle bank siding. Ballinrobe between the Station Building and Goods shed behind the platform. Its possible tank wagons were unloaded on the cattle bank road and piped (underground) to the Oil Depot, difficult to imaginge tank wagons with a highly flammable load being unloaded at the platform. 'A Decade of Steam "RPSI Excursion train at Bantry 1954 photographer uncredited Cahirciveen 2002? Irish Shell Depot appears to be on its original rail served site though the tanks may be modern replacements. There is a photo showing a tank wagon on the rail side of the depot in the Cahirciveen-Valencia railway book. The depot was site at the back of the cattle bank once located on the roadway on the right. The modern building in the background are government offices (Tax?) built in connection with the Governments de-centralisation programme of the eraly 2000s Another rail related building structure survived into the 21st Century at Cahirciveen, once possibly used as a Guinness store again served by the Cattle Bank siding.

When I joined the Model Railway Society of Ireland in the early 70 there were basically two main groups of members, those that ran British proprietary rtr (Triang-Hornby, Wrenn/Hornby Dublo, British Trix) and Continental brands Fleischmann, Liliput and Märklin, there were a handful of members perhaps 3-4 scratch/kit builders who built their own models (mainly British outline O or OO gauge). The main attraction of the Continental brands appear to have being their build quality, robust construction and reliable construction compared with Triang-Hornby price was not an issue. The McGowan brothers did a nice business directly importing Continental brands and operated a 'savings scheme" where customers could place what we now describe as a Pre-Order and pay for a loco or stock on installments to be delivered 6-12 months later. In the United States O Gauge is still primarily 3 Rail Coarse Scale with some models sold at mouth watering prices https://www.trainworld.com/mth-20-3849-1-o-scale-premier-j-1-2-10-4-steam-engine-w-proto-sound-3-0-hi-rail-wheels-pennsylvania-cab-no-6474.html possibly aimed at a collectors market. The appeal of Märklin and American O appear to be tied up with high resale/investment value and an extremely robust 'toy train" as opposed to their appeal as a scale model.

The Loughrea fueling tank appears to have used the tank once used on the West Clare mounted on a 'modified" Ballast Wagon. quite unlike the purpose built rectangular tank wagons used for tar traffic in Great Britain. There were rumours that the tank may have originally used for oil firing steam locos during the 1947 Fuel Crisis, the conversion does not appear the most professional with planks and timber packers apparrently supporting the tank brackets as opposed to a more engineered approach likely to be adapted by Inchacore or Limerick Not sure if JHB was thinking in terms of tank wagons in general that tank wagons were extremely rare in Ireland and almost all (with few exceptions) used for railway use. While generally true of the post 70s Block Train era where ESSO Claremorris, Irish Cement and Burmah were the main revenue commercial oil traffic sources, the Major Oil Companies and their Irish Distributors distributed their product by rail as wagons loads from the Ports in private owner tank cars until replaced with a road tanker fleet duirng the 60s-70s. Much of the traffic would have been single tank cars to oil depots at relatively small country stations in similar RCH pattern tank wagons to those used in the UK. Most companies had rail served terminals on Dublin's Alexandra Rd tramway, Irish Shell & BP its own Planet diesel loco. Many of the wagons appear to have been a 1927 (UK) RCH design, though Caltex invested in a fleet pf 'modern" anchor mounted but unfitted tank wagons in 1960 and ESSO imported vacuum fitted wagons from the UK in the late 60s for its Sligo, Claremorris and a short lived Oranmore traffic flows. While the companies invested heavily in new high capacity tank wagons for use in Great Britain during the early 1960s, the old wagons soldiered on in Ireland until late 60s/early 70s. Esso used modern but essentially obsolete wagons from the Britain for its traffic to the West. Its possible a re-liveried Oxford tank wagon may pass for a 'typical" Irish company wagon. Mex (Mc Mullen Bros?) Class A tank (two compartments different grades of petrol or petrol and TVO?) Another Class A (highly flammable) wagon dumped/stored at East Wall late 1990s ESSO logo just about visible Class B (Diesel, heavy fuel) Black Makers photo Shell-Mex Northern Ireland Many of the old private owner wagons in the South ended up stored/dumped near Sheriff St Signal box North Wall and may have been used for departmental use before scrapping. At one stage the Alexandra Road-Inchacore fuel train was made up of 1960 Clatex-Texaco tank wagons with Caltex 'grinning: through the Texaco marking.

The Midland Great Western had a two rectaangular tank wagons 1108 & 1967 used for cresote traffic between the North Wall and Liffey Junctionsleeper depot and cresoting plant. The Midland bought a pair of RCH pattern tanks (5'8" diameter) for cresote traffic from Charles Roberts in 1915. Its possible both types may have lingered on in service into CIE days. (Notes MGWR Wagon Stock P O'Cuimin IRRS Journal 1969?) Haven't seen a photo of either type of wagon, its possible that the other large companies may have used similar wagons to transport cresote from the ports to their cresote plants.

Built from GEM "Special Tank" kit unmotorised. Similar in general outline to the Greenore locos, but tank version of the LNWR 'Coal Engine" that had smaller (H Section) wheels and a straight running board, while the Greenore engines were conversions of the DX which had largerwheels and crankpin splashers. The H Section wheels had flat spokes used on some GSWR and LNWR classes. Following Andy Cundicks example of marrying a Brassmasters "Special Tank" with their DX underframe running board would be a better option for producing a Greenore engine especially in 21mm. Tried to convert a GEM Special Tank into a 21mm Greenore loco about 40 years ago but was not a success.

The Sat Nav and Map could be set with different National/Regional accents. The wife (American/Ozzie) used to get a great kick out of a 'Australian Lass' giving us driving "directions" in the States and 'her" pronounciation of Kiwi place names. Not sure how AI would cope with Irelands numberous regional accents and dialects

Finally managed to complete the assembly of the replacement tender platework and fitting the detail castings. Pinning and gluing the springs seemed to have worked out neater than my previous attempts with low melt solder. The buffers and axleboxes are soldered from behind. The brass became quite tarnished after soldering compared to other of my models, possibly using the dreggs at the bottom of my flux bottle! I mix my own flux using distilled water and dilute phosphoric acid (available as Ranex Rust Buster in this part of the World.) I ended up removing the tarnsish and verdigris with tootpaste and an old tooth brush which seemed to do the trick. Tender chassis complete with brake gear from the original tender. Last major jobs on the loco to fit vacuum ejector pipe, vacuum pipes, number plates, transfers& screw couplings front buffer beam and tension lock couplers to tender. Daytime temperatures are a bit cold for spray painting as we are currently getting a blast of winter weather as we flip flop in this part of the World between warm wet-humid and cold dry weather conditions on an almost weekly basis.

I had a similar experience to your Braclay with an EM saddle tank about 15 years ago and ended up having to replace both the driving wheels and coupling rods to salvage the loco. I 'overfettled' the rods and made them unusable in attempting to ease a 'tight spot' in the quartering and later realise that I could not achieve sufficient clearance between the coupling rods and slidebars/crosshead with the existing wheels & cranpins. The loco is a non-runner on 'static display' on its original wheels these days, while it waits its turn in the Workshop. My EM stuff is failry low priority in comparision with my Irish and American stock, the loco has been a 'slow burner" bought over 20 years ago before we migrated to New Zealand, a lot of the assembly carried out in Motel rooms during the American phase of our journey, I have had the replacement wheels and complete with a set of recessed crankpins in stock for about 5-6 years but haven't gotten around to completing the loco. Hopefully I'll will be able to find the parts when I eventually get round to completing the assembly of the loco!

Sure looks like the Prairie! The Bachmann Big Haulier cars are great value and look the part. Looks like you managed to find yourself an Aristocraft Delton C16 2-8-0 pretty rare these days I suspect! I bought a circle of LGB track a loco and a caboose to get something running quickly in the garden as a distraction from my Irish modelling about 17 years ago, and ended up with a large 'collection' of American Large Scale locos and stock and still haven't gotten around to starting the Irish layout, mighty addictive stuff!

"A Decade of Steam" on CIE in the Fifties" Donaldson,O'Neill,Mc Donnell published RPSI early 70s William McDonnell operating manager Cork notes "The cab was big and roomy but even so rather warm,-one wonders that, in such a well finished engine, the faceplate was not lagged" . I don't recall seeing a lagged faceplate on a preserved steam loco (at least narrow gauge) in the UK

I like the 201 Class 0-6-0T (converted from a Hornby J83?) basically tank engine version of the J15 appear to have been mainly used for shunting in Dublin and Cork and passenger and goods trains on the West Cork. A 201 apparently converted from a Tri-ang Jinty appeared in series of articles on building corrugated iron buildings from card in the Railway Modeller in the early 1970s. The shape of the cab roof was the give away!

Presumably before anything happens the Northern Ireland Assembly would first have to approve the reports recommendation to re-build Portadown-Derry and both the British and Irish Government's approve (provide funding) for the rebuild. The cost benefit of 1:1 for the project bascially means for every £1 spent on the project results in a return of £1 to the economy not that the project breaking even. While Irish Governments tend to take a pragmatic approach to their economic and social policy, British Governments tend to flip-flop between centre left and centre right positions on economic and social policy. Would an incomming Conservative Government or Conservative-Liberal Coalition potentially cancel the funding for a rebuild of the Derry Road on idealogical grounds in a similar manner to the current centre-risht New Zealand Governments cancellation of rail and infrastructure projects approved by the previous centre-left Government?

I think its more to do with Bachmann BR containers not fitting in Leslies Corrugated Opens rather than containers being carried in CIE open wagons. There are several photos of BR Containers in CIE/GSR 'Standard' wooden bodies opens, but hadm't seen any in corrugated apart from the Heuston Goods photo. The strapping/hinge detail of the Bachmann containers is a bit heavy and I had to carve the raised detail off the containers to fit in both my and SSMs models of the "Standard Irish' Open Wagon.

Back to 664 again although the loco appeared complete and ready for the paint shop at the last posting, I could not achieve a satisfactory finish to the tender despite stripping the paint and further particularly around the tender springs. So in the end I took the drastic step of replacing the tender body and outside framing. Main problems were a minor dent in one side of the tender tank and excess solder around the tender springs which was particularly noticeable when painted. The tender used with the K Class and other Atock designs introduced in the 1890s had a springing/suspension arrangement similar to the LNWR 'Bloomers" introduced in the 1850s rather than contemporary late 19th Century practice where the springs were placed outside the frames. https://preservedbritishsteamlocomotives.com/2-2-2-lnwr-bloomer/ I was surprised when saw a fuel tank on what appeared to be a tender chassis with similar springing arrangement when I visited Machynlleth MPD in Wales during the 1980s. Its possible Atock used this springing arrangement as he did not wish to have the tender footplate/tank projecting outside the loco frames. The masters for the springs were originally designed with locating pins intended to fit into holes in the sideframes, but were not practicable to cast in whitemetal due to the small size of the pin. My usual practice was to solder the spring hanger to the frame with low melt solder which formed a thin film over the frame not really noticeable when painted except for 664! Applying a little lateral thinking I decided to try drilling, pinning and supergluing the springs to the frames! I picked up a pack of miniature drills at the local hobby shop which appear to be of excellent quality though of no info on the supplier or sizes on the pack! So far I have successfully drilled springs for one side with a 0.5mm drill in a small hand drill. Pins are .45mm brass bent to an L shape and soldered into the etched holes in the outside frames. Springs for one side superglued to the pins. I will probably reinforce with a dot of epoxy behind the hangers