Mayner

Ah Patrick you forgot to mention that she normally ran in reverse the Irish equivalent of a Southern Pacific cab forward:banana: http://www.tyronetimes.co.uk/news/local/lost_rails_across_the_clogher_valley_brought_back_to_life_1_3409571

I might have got it the opposite way round with the locos being serviced inside the shed with part of the train poking outside. The trains seem to have been turned when Fairview Raicar sheds were closed for re-building for the new electric trains.

Facing South all right classic 1970s Dublin Suburban http://www.geograph.ie/photo/2363096 black and tan B201 at Dun Laoire.

It will be interesting to see if the Sentinel opens up much of an interest in Industrial Railways, be nice if they do the version with outside cranks Widely used across industry (cement, motor industry, scrap yards, steelmaking, quarries, oil, Military Railways) both with traditional wagons and modern air braked stock, I wonder are any still in service?

Opposite side of TPO © D Malone The TPO is almost a definite just need a decent A Class to pull the mails The train seems to have been made up of a combination of luggage vans for mail storage and a heating van for the Guard presumably there was a long stops at the more important stations to transfer mail bags to outlying Post Offices. Luggage © D Malone In GSR days there was a problem with speeding by the up Sligo mail whatever time it departed Sligo it always arrived just before closing time in Mullingar. I hope to release the heating and luggage mid 2013, I have to sort out a number of patterns over the holidays.

Possibly to reduce the build up of diesel fumes inside Connolly Shed, at one stage the sets were serviced at Connolly and the locos always weem to have been outside the shed. Also at one stage all the PR sets were turned on the triangle at Limerick junction, it may have been something to do with moving the servicing to Connolly from the Fairview Railcar Depot as part of the DART up-grade.

Thanks for the positive feedback lads, the project has gone through some major changes since originally planned. The original idea was to use a 3D printed or resin core with brass overlays for ease of assembly, but the technology is not quite up to it at the moment Yes Garfield the TPO is on the wish list once I sort out the container wagon into a more user friendly form. TPO at Sligo © David Malone A number of sources claim that the TPOs are narrower than the other vans which makes little sense as CIE seem to have stuck with 10"3" for Inchacore built stock in the late 50s early 60s. Apart from the glorified wagon underframes the most striking thing is the sheer variety and variations between what are supposed to be standard vehicles, with variations in door and window arrangements between relatively small batches of vehicles.

Anto Sorry to hear of your loss.

I have basically finalised the design of the Heating/Luggage (Hot water bottle) and Luggage vans. I still have to finalise one or two details but the model is getting nearer to the production stage. The original concept was for a simple to assemble model using "plug in" 3d printed detail parts for ease of assembly but the model has morphed back into a traditional brass kit. Sligo Mail 1958? the kits were inspired one of Francis Shuttleworth's photographs all thats needed is a MGWR TPO dating from the 1870s and a silver A Class Revised Heating Luggage Correct pattern W Irons all brass battery box and roof and gangway connections. Tin van Roof Luggage Brake Revised W Irons the interior is a separate 1 piece fold up with window bars, the roof is to be revised in brass. Bulleid Triangulated Underframe Solebars and W irons fit into slots in the floor. Bending up the typical Inchacore Buffer beams is the trickiest bit. I need to prepare the artwork and a bending jig for the roof and axle guard patterns but would hope to have some samples available for the North Down Exhibition.

We pretty much the same experience with Deep Purple at the Point about 10 years ago you felt the pressure waves rather than heard the music.

I always preferred the maroon livery, the blue and grey just looked so bland. The new train was a total surprise the first time I took a look inside Amiens Street some time around 1970, 7-8 years later I used to watch the 17:30 to Belfast climbing through Killester while waiting on the bus home from work.

I would not get too bogged down on what engine was painted a particuar livery. Drew Donaldson who built a large clockwork powered O Gauge layout based on the South Western Section (Dublin to Cork and branches!) painted most of his scratch built fleet in the lined green livery. It was his railway and he obviously prefered lined green to dark grey. Another timetable and operational modeller from the same era who modelled the GNR did not like diesel railcars, built several BCDR locos to work the links normally operated by railcars!

Ah Sloopies for the really sophisticated urbanites, the National Ballroom for country people and the Television Club for teeny-boppers, final year in secondary school trying to look older and get into the Pembroke Inn or O'Dwyers on a Saturday night places so noisey you could not hear the music.

Worser still! Is getting serious scary when Garfield and Seamus start citing Scripture

For OO gauge the Bachmann coaches would be reasonably close in general outline to late GSWR early GSR stock. The main challenge in modelling CIE in the steam period is capturing the sheer variety of coaching stock the DSER, GSWR and MGWR each had their own distinctive styling, the GSWR was a bit like the LNWR and went through a number of distinctive phases with its main line bogie stock, well worth a visit to Downpatrick or at the RPSI preserved State Coach.

Services ended this afternoon with the last trip working on the western half of the line, the Gisborne end was severed by a series of winter wash-outs and slips. The video of the weekly-trice weekly freight includes switching the industry sidings at the Gisborne end of the line and some spectacular viaducts

I am not sure if it was more to do with the Soviet version of jobs for the boys or the planned economy, each state or region seems to have gotten its own major heavy industry. Apparently East Germany got the monopoly of producing model railways for the entire Soviet Block. Tito in Ugoslavia was a bit of an irritant to Stalin assembling GM locos in Belgard and exporting Model Power trains from Slovenia Faur in Roumania seems to have been a significant builder licensed to build Sulzer & Maybach products and held the Voith license including over 1000 locos with a Sulzer 6LDA power unit similar to our B Class and the BR Type 2 family. http://www.derbysulzers.com/faur125.html Although their most famous export was the BR Class 56 a consortium of WHR members imported 3 Roumanian built Maybach engined 350hp LDY2 Polish narrow gauge locos into the UK for potential use in Wales. While the Roumanian built Class 56 had a reputation of poor build quality and reliability, the Polish diesels have stood up very well to long term storage and intermittant use. Although Faur could find no record of supplying the locos to the UK . the factory in Roumania has supplied like replacement cylinder liners and radiator elements of the correct pattern without difficulty.

Ah that brings me back the missus made me turn back at Miles City when when I just wanted to go up the Interstate little bit and see the Montana Rail Link yard at Billings On the plus side I got to see several MRL SD45s around St Paul when we rode the Empire Builder from Fargo to Chicago;)

Ordinary opens wooden and corrugated would mainly have been used with hoppers very much in the minority until the vac-braked hoppers were introduced in the mid 70s, the hoppers were basically the same design as used for the Dolomite and Ballast with the Gypsum introduced last. The GNR & CIE each built a handfull of gypsum hoppers to the same basic design the GNR building 6 in 1944, CIE adding 4 in 1953. The wagons were to the same design as the GNR ballast hoppers of the early 1900s I have a copy of the CIE GA but it seems to have been drawn in invisible ink, hardly enough wagons to make up a train enough for Boyne Roads needs. The other interesting traffic dating back to MGWR days was bricks out of Kingscourt loaded on a bank on the main running line outside the station. In CIE days the Kingscourt goods ran 3 days a week behind a large Midland or GSWR 0-6-0 made up mainly of opens with a few covered or cattle at the head end. My first fan trip was an IRRS excursion to Kingscourt around 75 or 76, open wagons seem to have been soley in use. Kingscourt was literally chock full of wagons both on either side of the truck turntable and the old goods yard that disappeared when the storage shed and loading shovel was introduced. Opens may have been in use because the unloading facility at Platin was incomplete, 22RB? crawler cranes with grabs seem to have been in use for unloading. The Limerick Gypsum seems to have run 3 days a week, in its final years the hoppers were attached to the Platin-Cork bulk cement an impressive train which could theoretically make up to 34 2 axle wagons or its equivalent. Presumably the hoppers would have been attached/detached at the Junction and tripped to Limerick a nice change from the original 1970s concept of the no-shunt railway

Frank Carson or was it Hal Roach?

I like the Ford Thames tipper truck on the beet, fairly typical Irish truck from the early 60s

Green snail with yellow numerals, while most locos were painted overall gray, Cork is supposed to have re-painted a few locos including a Woolwich with grey used more or less as an livery colour with smokebox, running plate, cab roof painted in black

They would have been dark grey in GSR days, re-painted into drak green in early CIE days, a few that were overhauled in the mid 50s may have been re-painted in grey. I usually use Howes "Weathered Black" with a flat varnish to get the flat grey effect of a loco that has been in service for a while, or satin for a newly overhauled loco, the effect of the different vaarnishes are remarkibly different

Most of the Dublin Suburban Tank locos including 850 were re-painted in lined green in a similar style to the Woolwich by CIE in the late 1940s. There are black and white photos in various books but I am not sure if there are any colour photos about. It might be worth looking at Drew Donaldson's models in the Ulster Folk and Transport Museum to get the general style.

The 25" plan is from GSWR days before the coaling tower was erected in the 1930s, its interesting to see how compact the works is compared to later years with everything concentrated into a relatively compact area around the original works buildings. There are plans of the Works dating from the 1860s & 1880s in Greg Ryan's book of the same name, the structure marked LK appears to be a limekiln. This general area always seems to have been used for fueling with the coal stage and later coaling tower built on the site of the old coke ovens form before the 1860s. The present day running shed and wagon shops appear to be on the site of the carriage and wagon shops and smithy which later beacme the main steam running shed. Diesel No1 the present day erecting shop is on the site of the sleeper banks and Diesel No 2 the Ramps once used for load testing diesel locos, one time tender shops was the original locomotive erecting shop. Its interesting to think that most of Inchacores output in terms of loco and carriage building up to the 1930s including substantial numbers of the larger classes like the Woolwich Moguls and 400 Class 4-6-0s was achieved inside the old cramped works, with only a handfull of steam locos built in the new erecting shop The strangest part is the area around the running shed remains basically unchanged despite demolition of the coaling tower and building of the new running shed and wagon shops in the late 60s-70s.