Mayner

Livery wise the IRM ESSO tank wagons appear correct from Mid-1980s onwards with max speed of 35mph, addition of Hazchem markings are reflector stripes on tank ends & tanks with modified bracing There are two Seanus Lattimir photos dated Aug 86 of 1003 in this condition at Mullingar the tank retaining lugs for the Esso shield in the IRRS Flickr collection. https://www.flickr.com/photos/irishrailwayarchive/53509330394/in/album-72157661623942928 Interestingly there is a July 72 Tom Wall photo of an ex-works (possibly Chas Roberts) photo of 994 at Inchacore in as introduced condition with ESSO shield & electrification warning on a grey tank body & top of underframe original tank mounts, black underframe (incl buffers) red solebars and yellow roller bearing caps. https://www.flickr.com/photos/irishrailwayarchive/53511632134/in/album-72157661623942928 There is a Paddy O'Brien a Mar 74 photo of 998 and other tank wagons in this livery at Claremorris. The ammended tank bracing appears to be a 1980s modification, there is a 1979 photo of the Oranmore-Claremorris oil train in JHB & Barry Carse 'Rails in the West" with the original tank bracing and withoutout reflective strips on the tank barrels. Modifications including ammended tank bracking and ammendments to the tank barrel are likely to have been carried out on a phased bassis when wagons were undergoing scheduled heavy repairs in the Works. Some of the wagons may never have carried the ESSO logo or plate while in service in Ireland, there are several Paul Bartell photos of the wagons in service in the UK with lugs no logo or plate. ESSO tank barrels with lugs no plates were stored for several years during the 1970s in the "Railway Village" outside The Works.

Extremely frustration, I am in much the same situation I converted our garage into a railway room about 10 years ago and for one reason I have been unable to find time to build a layout, sometimes the unexpected happens and things do not go to plan! Have you though of asking friends or the model railway community if anyone would be interested in helping out? Sometimes private layouts are colloborative efforts where people help out with the build and operation, sometimes people travelling quite a distance to help out. Several years ago I helped friends with baseboards and carry out tracklaying on their layouts one involving a 3 hr round trip. Nearer home the owner of the Greystones layout exhibited in the 90s, built and exhibited the layout with the assistance of a group of friends and in Scotland Richard Chowns 7mm Waterford Limerick & Western Castle Rackrent layout was operated by a group of operators who regularly travelled to operating sessions on the layout before his death several years ago.

Interesting a location where very little changed in almost 100 years followed by significant change in the last 20 or so years/ The layout basically remained un-changed from era the Dardanells Sidings (area on the right) were laid presumabably in the WW1 eara until the yard was re-modelled about 20 years ago. The one constant feature is the double slip on the crossover from the main running lines to the Granary Sidings & Alexandra Road Tramway. The running lines from Chruch Road Junction were once fully signalled controlled by the Granary and Sheriff Street signal cabins. The Dardanell's sidings and the remains of the Point (Polling Fields) yard were lifted and re-modelled to handle the reaining Liner trains (mainly keg traffic). Railborne Container traffic to Dublin Port had earlier ceased following the closure of the recently (1996?) opened rail terminal at the end of the Alexandra Rd terminal and transfer of traffic to a terminal South of the Liffey The Dardanells and the Polling Fields had been used mainly used to store stock awaiting repair in the adjacent wagon reapair shop or long term store/dump for out of service stock, some gems included the remaining ex-DSE coach & GSWR vans once in departmental service and a collection of redundant private owner tank wagons, stock that may not ahve turned a wheel in over 20 years, ironically the proposed hard stranding for container transfers to the Port appears to be partially on the site of CIEs original Point Depot (Polling Fields) container depot opened during the late 60s We have been here before Devestation at the Holyhead Yard 2003 Irish Rail final days of container operation July 2005 12:00 Cork Liner on left, Ballina Liner on right! No other destinations serve

The speed limit of the ESSO tank wagons appears to have been progressive reduced from 50 to 35mph in response to de-railments of empty ESSO tank wagons at Donamon & Moyvalley. Similar restrictions were imposed on other types of 4w wagon, I had a painting diagram of the 22'6" Flats used for Asahi Acrylonitrile traffic which indicates that the maximum speed was progressively reduced from 50 to 40 to 35mph. The effect on passenger train schedules would have been minimal as apart from the Cork Line trains speeds and frequency had not increased since the 1970s. On the Sligo and Mayo Lines the main issue was the easing of schedules due to an increasing number or speed restrictions as a result of deferred track maintenance from the late 70s onwards. The down ESSO & Claremorris Liners tended tended to depart Dublin in the evening after the departure of evening Sligo & Heuston passenger services and return in the mornings in the quiet period between morning arrivals from the provinces and early afternoon departures from Dublin. Interestingly the Foynes-Ballina Asahi Oil & Coal trains (35mph 4w wagons) were scheduled to operate via the Nenagh branch (when the Limerick-Claremorris line was out of service during the mid 1990s) rather than via Limerick Junction in order to avoid delaying up Cork line passenger trains scheduled to operate at up to 100mph.

0.4n/s I tend to build OO Gauge 2-4-0s with a rigid chassis (making sure the leading axle is free running) and hopefully some day will get around to completing a 21mm gauge compensated version or two for myself.

Breakhrough! A real and unexpected breakthrough today after nearly 6 months I relaid the track lifted almost 6 months ago and I can once again run trains on the garden railway. Although I had replaced a decayed section of trackbase by late July, a section of the supporting structure required replacement and did not have time to carry out this work until December. While the piles and beams that support the trackbase held up well, the end of one of the 4"X2" that supports the trackbase in the station/yard area was quite badly rotted and replaced with new treated timber (centre of picture) the cut ends were given an additional coat of clear preservative. I replaced the basebord fascia in this area (4"x1") decking timber to provide a uniform appearance in this area. Looking into the jungle, we had high rainfall and humid conditions this spring and with little time available the garden got away on me! First Train since June! 346 with a train of Flat Cars and Caboose to pick up track material. I haden't planned to work on the railway today the arthritis in my knees began playing up quite badly on Monday and I found it painful and difficult to walk yesterday, but thought some exercise might help and it did! Picked up refurbished track panels had sat on the outdoor workbench since June, just for show as load toppled on 1st curve. Material train at the "head of steel" (brass actually) RGS Motor 6 waits at the other end of the gap before we drop in the last panel. Track reinstated! The track panels overlapped by about 2" though I am fairly sure I used the original rails! Problem quickly solved with a razor saw, could not find my junior hacksaw and blade nackered on full size hacksaw. New Sunset Valley NG ties are shorter than original Accucraft (AMS) NG ties but likely to last longer. I have enough Sunset Valley ties in stock to replace the remaining AMS (American Model Systems) ties on the main line, but will probably have to replace the AMS ties on the "High Line" that are showing signs of UV damage 18 years use and Southern Hemisphere UV exposure. Motor 6 carried out the first test/inspection run. 346 followed after marshalling the Caboose at the end of the train, it was after 8pm and the light beginning to fade. More a setting of priorities a toss up between assembling a 60Class D14 etch I drew up last January and completing a pair of SSM J15s I started only God knows when. I recently tidied up the workbench and began sorting out the parts for the two locos and just maybe make some progress before starting the D14

Fair play Harry I have been planning to build a fleet of Midland engines since I was a teenager and it took me 40 years and several false starts to build a successful Ks/650 Class. I still have wheelsets stashed away for a Cattle Engine, Standard Goods, 650 & Achill Bogie. Fitting B1 wheels under a D16/3 (Hornby ?) is a nice bit of latteral thinking as its becoming increasingly difficult to source loco driving wheels from traditional sources like Markits & AGW. Having used a professional 3D modeller to design most of my 3D models, Killan's fee for designing the A Class appears reasonable. By the way 544 in the photo of the train arriving at Broadstone is one of the ligher/shorer C Class equally deserving of being modelled I am heavily comitted to 21mm gauge and working in metal, but its looking increasingly unlikely at this stage that I will get around to building a 21mm layout and may have to compromise on OO to build a layout. Well done for showing such initiative

Layer lines (on both sides) particular on models with smooth sides/surfaces seems to be a common problem with desktop printers. It would be worth checking whether there is an on-line Support Group for your particular brand of printer. I ran into similar problems with an Anycubic printer and found their Facebook Support Group helpful. Problem appears related to the lubrication of the slides & screw that raises and lowers the build plate, but was unable to satisfactorily resolve the problem for model railway stock or buildings and use a print bureau for railway rolling stock. Printer appears to work fine for human, animal and fantasy figures with irregular surfaces.

There is a story of Bulleid explaining his concept of a fireless main-line loco to a group of workers during an after dinner strole around the Tender Shop during his early days at Inchacore. It appear the guys asked Bullied about his plans for a new loco and he drew up a sketch (concept drawing) of a fireless loco that would be 'topped up' at a series of charging stations around the network. I guess we will never know whether there is some truth to the story. The ESB substantially increased it power generation capacity from Hydro and Peat from the late 40s onwards against a background of economic stagnation and a falling population. The railways may have been seen as a means of absorbing some of the additional capacity in the same way as the GSR was enticed (manipulated) into building the Drumm Battery trains by the offer of 'cheap electricity' from the Shannon Scheme. Whatever about fireless locos topped up by lineside generating plants, development of the Drumm principal with partial electrification would have been feasible and fitted in with the social and economic aspirations of the 1st 'Inter-party' Government elected in 1948 (Declare a Republic, attempt to set up a 'Welfare State" (Mother and Child scheme) based on the UK model, and lay groundwork for the Republics economic transformation from the 60s onwards. A change from a railway a railway that mainly exported cattle and people, to one that carried mineral and manufacturing outputs to the ports from the 60s to the 90s to the contemporary railway that mainly transports commuters to their offices in the cities. Faced with the reality of a stagnant economy, the railway worsening financial position, CIE had to modernise 'on the cheap" with diesel traction and cheaply built stock good for 20 or so years. Still at the end of the day a modern variant of Drumm's Battery trains are likely to resume operation in Ireland over 90 years after the initial trials on the GSR.

Its difficult to envisage countries with a much lower population density than countries such as France, Germany or the Benelux Countries replacing air and long car journeys with European-style passenger rail services. Ireland has a low population density at 76 people per Sq/Km compared with France 120Sq/Km, Germany 243, England 297 and less urbanised at 60% compared with Western European countries at over 80%. More likely a citizens revolt over having to pay high taxes and rates to subsidies public transport, rather than conspiracy theories about Socialist Governments forcing us to use rail or motor industry Hit-men. I very much doubt that the Irish public would be prepared to pay the high level of fares or taxes required to support a high speed/high frequency European passenger rail service. The New Zealand Transport Minister recently advised Wellington and Auckland cities that they will have to substantially increase train and bus fares as farebox revenue in both cities in now below 25% of operating costs. Farebox revenue in cities such as Vienna and Oslo contributed 50% revenue pre-Covid and in many countries commuter rail passenger numbers have not returned to pre-Covid levels as working patterns have changed considerably since the 1980s. Strangely much of the current push for people to resume commuting and return to their office is driven by Financial Institutions with a major risk of ending up with 'stranded assets' as city center office blocks, business districts and transport assets become redundant if people no longer need to commute to the city to work. Although there has been a lot of talk about 'remote work' and people working from home being a post Covid thing, I worked largely remotely for an Irish Government agency for two years before leaving for New Zealand in 2004. These days I pay almost twice as much in rates on our house as in income tax. A high proportion of our rates goes towards maintaining the local roads and subsidising local public transport services (which I don't use)

Interestingly some of the large Coey era GSWR 4-4-0s retained tapered boilers until rebuilt by the GSR with superheated boilers during the 1930s. Apparently tapered boilers were introduced during the 1900s to keep the axleloading of the 321 and 333 Class 4-4-0s within the Civil Engineers limits. Some of the 4-4-0s were rebuilt before the (1925) Amalgamation with new heavier frames, but retaining the original tapered boilers after axle loading was increased following the re-laying of the Main Line. The 800 Class & Drumm Battery trains. There was certainly an element of national pride in the 800 Class and Drumm Trains C&D also introduced 1939. C&D had a modern contemporary appearance not unlike the LMS Leyland articulated railcar set trialed on the Oxford-Cambridge line around the same time. C&D were let down by using refurbished batteries from the original Drumm trains A&B, the refurbished batteries becoming life expired after approx 5 years.

According to A Decade of Steam RPSI 1972 and Locomotives of the GSR 401 reverted to Walscherts valve gear in 1949 possibly to provide parts to keep 406 running, but I haven't seen photos of 401 in2 clinder form with Walscherts gear. W McDonnell Running Foreman Cork wrote the section of the 4-6-0 in a Decade of Steam from an enginemans perspective and considered 402 the "best of the class" as the most powerful and reliable. In practical terms 402 and the two Caprotti valve gear engines 401 and 406 were practically new locomotives when rebuilt with new frames, cylinders, wheel centres and motion. 402 was basically an express passenger version of the 500 Class originally introduced as a mixed traffic loco. The 800 Class may have been as much a prestigious project to demonstrate the Free States technical and engineering ability as well a its traffic needs in a similar manner to the Drumm Battery Trains. Apparrently the 800 Class were fitted with parrallel boilers with tapered cladding which would have contributed to the similarity in general appearance between the Rebuilt-Royal Scots LMS and GSR 800 Class

A Jan 2024 Irish Times article paints quite a different picture with the Dublin Port Company downplaying increased rail usage in its expansion plans and the Transport Minister Michael Martin 'encouraging' the Port Company to make increased use of rail, including a instruction to model (carry out a feasibility study) of railing container traffic between the IE North Wall Depot to an 'alternative site" (Inland Port) outside of the Port. https://www.irishtimes.com/ireland/dublin/2024/01/17/dublin-port-downplays-increased-role-for-rail-freight-in-expansion-plans-despite-ryans-concerns/ The Port's argument appears to be that rail traffic through the Port has been falling and that "de-carbonisation" may be achieved more quickly and effectively with 'low-emission" trucks through the Port Tunnel & Motorway network. As far as I recall there was talk of Dublin Port closing rail access to the Alexandra Road Terminal at some stage this year in order to improve road access to the terminal through a flyover (for trucks) over Alexandra Road.

I locate the two front axles in slots in all my 2-4-0s and 4-4-0s, added weight at the front of the tender and found that it works fine. I copied the idea of using slots from the TMD/SSM GNR S Class tender as a practical way of assembling/building a "Sharman Free Tender" and it seems to work quite well. 2-4-0s and 4-4-0s I have built successfully hauled 15 IRM Ballast wagons of 10 of my heavier less free-running 3D printed wagons

Two wagons were introduced in red & white for petrol and four in blue for fuel oil traffic between the Burmah Tivoli and Limerick terminals. The red and white Burmah scheme appears to have been a variation of the red stripe on a silver or light grey tank tank barrel for hazard Class A (highly flammable liquids) tank wagons. Nice to see a page from the CIE Railfreight diagram book, I got to have a look at it a couple of times in the 70s. It would be great if the Diagram Book was made available throught the IRRS or published as it included both diagrams and photos of wagons, containers and swapbodies in service at the time. The Burmah tank wagons were used for Mollasses traffic in the 1990s along with tank wagons originally introduced for Oil from Foynes to the Limerick and Drogheda cement factories during the 60s. Although on a similar 20T vac braked chassis the "Irish Cement" tank wagons appeared more conventional in design on a purpose built chassis the tanks having conventional anchor mountings. Mollasses Tank wagons stored Foynes c:2000. 26638 possibly built for Cork-Ballinacourty oil traffic similar design to Burmah Class B tanks. 26570-26589 series tank car introduced for Oil traffic to Cement Factories 1966. CIE Diagram Charles Roberts 1959 built ESSO Tank Wagon 970-1013. Interestingly diagram notes that 995-999 are not in this group.998 appears to have been a "Jumbo: Bitumen wagon, While the majority of ESSO tank wagons had the long barrel that extends over both ends of the underframe (headstock) I saw at least 1 wagon with the shorter tank barrel modelled in the Airfix and Dapol kits during a visit to East Wall yard but was more interested in the older tank wagons stored/dumped in the yard at the time and did not take photos or numbers!

I successfully used all ply (6mm) construction on my East Dock/ North Wharf shunting layout in 2021, all joints were glued with PVA and pinned with 20mm panel pins. Diagonal bracing or trinagulated framing is un-necessary with a largely solid baseboard baseboard top, but short sections of stripwood 35X35 (White deal PAO (Planed all round) available from Chadwicks or other merchants can be used to reinforce the joints between the vertical framing members if you prefer a screw fixing. https://irishrailwaymodeller.com/topic/10731-east-dock-an-irish-timesave-ish/ I would normally use thicker ply but had some nice 6mm ply over from a wall lining job, 9mm should be more than adequate for your baseboards. One of the baseboards is recessed for a Quay/Dockside The holes in the framing are for the wiring The plybaseboards are sitting on baseboard framing set up for a 'permanent" layout about 10 years ago now mainly used as a workbench and for storage, as you grow older you find out that things seldom work out as planned. Baseboard alignment dowels are from DCC concepts https://www.dccconcepts.com/product-category/track-and-track-making-parts/baseboard-alignment-dowels/ Track underlay is grey foam camping mat with strip of hardwood of the same thickness as a support where the track/rails cross baseboard joints.

Oil and Bitumen tanks appear to share the same chassis. I suppose the question is whether its worth while replacing/increasing the diameter of the existing tank, or there is enough potential demand for a manufacturer/retailer to commission a RTR version of an ESSO Bitumen Tank wagon. Visually there is not a lot of difference between the two types. Grungy coat of black to may be the simplest Bitumen tank conversion option. 998 is the no of the one in the IRRS Cahir Abbey photo same tank mount original tank mounts as the Paul Bartell photo https://paulbartlett.zenfolio.com/essobitumenrebuilt https://paulbartlett.zenfolio.com/essoatankwagonvb Some wagons appear to have run in the UK without ESSO shields ands significant spillage so not just a CIE/IE thing. https://paulbartlett.zenfolio.com/essoatankwagonvb

I think an I-Track network of Irish themed layouts would be an excellent way of promoting the hobby and perhaps more importantly allowing people who do not have a home layout to get together and run/operate/play trains. Modular model railroading has been popular among American Outline modelers (worldwide) for many years HO & N modular layouts are a staple at American modelling meets, conventions I have attended in the UK, the States and New Zealand, but relatively un-common with a few exceptions among Irish and British outline modelling. Castle Rackrent a modular Irish system. Richard Chown pioneered 7mm broad gauge Irish Outline modelling during the 1970s with his Castlerackrent system, the system was modular in nature with up to 5 stations which could be set up in different configerations to suit different venues. Apart from the scratchbuilt broad gauge (mainly WLWR) locos & stock a notable feature was the authentic building and structure modelling and the modelling of bogland on a scenic section. 15" Group a 4mm modular GWR branch line system. The 15" Group applied the modular modelling concept to the 'classic" Great Western branch line modelling a series (possibly 3) single track stations on a 15" wide baseboard, complete with a modular wiring system and some co-ordination in the use of scenic materials and colour pallet. One-Trak N (American outline) "One Track Minds" group New Zealand Both the One-Trak & One Track Minds groups represented a shift from the established multi-track main line concept on a 4X2' baseboard pioneered by modular railroaders towards a single track main line with more realistic scenery. The 4'X1' wide baseboard used on One Trak modules resulted in a slender module that appeared longer than a standard N-Track module, but wide enough for foreground and background scenery and multiple trackage if necessary. One Track Minds modelled New Zealand Railways 3'6" gauge in S scale on 16.5 mm track on a 4X2 baseboard usually scenic modules which featured realistic NZ scenery (incl. unique tree and plant species) and structure and building style. Some of the modules featured classic New Zealand riverside/coastal scenery and bush complete with mudflats, flax (New Zealand), Cabbage trees and timber trestle railway bridges, and local building styles. Personally I would love to see Irish modules which feature the boglands of the Midlands, the railway in the Slaney valley above Wexford, the 'stone wall country of Galway/Roscommon, a Land Commission farmhouse/yard and an an Irish Tower House, the train become part of rather than center of the scene. A question of standards. The best option would be to use an existing standard that works, Jack Dunboynes FREMO modular layout should provide an inspiration for what could be achieved in an Irish outline modular context. From my perspective the biggest challenge with modular layouts is overcoming the patchwork effect when modules built by several different builders are assembled into a single layout, particular variation in texture and colour of scenic effect, which would require a level of coordination of materials and colour pallet between builders. The flip side is that the scenic effects become completely irrelevant to a group of modellers who have got together to enjoy running/operating or playing trains. In one of his final Castle Rackrent articles Richard commented that they never got round to completing the buildings/scenic work on one station because the group were too busy running trains (complete with block bells and working signals)

Speed limits/in service modifications. The ESSO tank wagons were introduced into service with their original UK style tank mounting and ESSO shield, and included Class A, the Class B with shorter barrel and Bitumen tankers all on the same chassis. I have a photo of a Bitumen tanker complete with ESSO logo stored/dumped at the Point in the early 80s. Although initially allowed to run at 50mph speed for these tankers was gradually reduced to 35mph as a result of a series of de-railments of empty tank wagons during the late 70s-80s. Donomon Co Roscommon date un-known, Moyvalley 21 Aug 83 (up Sligo Oil). North Wall-Oranmore-Claremorris-North Wall ESSO Oil trains The North Wall-Oranmore-Claremorris-North Wall oil train appears to be a short lived twice weekly service which appears to have started in the Mid-70s and ceased late 70s-early 80s. The ESSO Oranmore terminal was served by a new loop off the main line disconnected by early 80s, possibly as a result of a re-organisation of ESSO distribution in Ireland Claremorris Traffic. This traffic ran attached to the Claremorris Liner which would have been routed via Tullamore and Portarlington from the late 70s, when the Up Asahi became the only freight scheduled over the Mullingar-Athlone section of the Midland Line. 6 ESSO tanks were attached to the rear of the (mainly Guinness' Liner when I last saw the train in July 2005. The ESSO trains ceased to carry petrol & highly flammabe (Class A) products as a result of updates in Hazardous Substance legislation as a result of which they basically became obsolete. 21mm Gauge conversion. Converting the Heljan tank wagons to 21mm gauge is likely to involve widening the existing chassis to provide sufficient width (26mm) between inside face of axleguards to accommodate 21mm EMF profile wheelsets. These days a completely new 3D printed chassis in an engineering resin with ABS properties or printed in metal such as aluminium would be a better option than trying to widen a plastic injection molded chassis cast in a material that is difficult to glue. About 25 years ago I assembled a rake of 21mm gauge 'ESSO' Tank wagons from Dapol kits principal modifications involved moving the kit solebars out 1mm on each side and extending the barrel at each end. Main issue was that the difficulty in achieving a reliable glued joint between solebar-packer-chassis lead to un-reliable running and failures. Ironically the steadiest running wagon used a 'standard' OO/EM profile wheelset on a 26mm axle with the wheels pushed out to 21mm gauge, running on MJT inside bearing compensation units. Using 3D printing as an option printing should ideally be carried out on a high format full size machine capable of printing in an engineering resin or metal, I have found out from bitter experience that a desktop printer may not be up to such work. I used a freelance 3D modeler and a New Zealand based printer for the design and prototyping of the 20T Brake van and other models, but ended up using Far Eastern printers because the business that successfully produced our prototypes considered printing small scale models not worth the hassle and other businesses (overseas and local) struggled to achieve an acceptable print quality.

The WLWR 0-6-0s were a mixed bunch a number built with roundtopped fireboxes like Killian's 3D model but last 3 built with Belpair fireboxes including No 2 Shannon (GSW 222) & the two locos sold to the Midland 141 GS 233 (no allocated but not carried) 142 GS 234. The GSWR/GSR is said to have reboilered all the WLWR tender locos (4-4-0, 2-4-0 & 0-6-0s with the same design of roundtopped firebox. Richard Chown built a 7mm model of Shannon in its original condition during the mid 70s which was acquired by David Holman and overhauled after Richard's passing.

I never experienced problems ordering on-line, e-mail or phone and paying by credit card from specialist UK suppliers such as Mainly Trains, Comet, Wizard Models, Markits, Alan Gibson Works and Sharman Wheels over the past 30 years, last time I paid by postal or international money order was back from Mike Sharman back in the 80s before I had a credit card. It would not be viable for many of the specialist suppliers to set up and operate an on-line shop due to the nature of the business low turnover and wide variety of items stocked. For someone that mainly interested in building models the greatest problem has been the demise of many of many of the specialist suppliers like Mainly Trains who had an excellent one-stop on-line shop, Sharman Wheels and Comet a once excellent supplier being absorbed by Wizard Models with a less user friendly website. The demise/consolidation of the small specialist suppliers has largely been driven by the shift away from kit and scratchbuilding as the availability standard of British RTR models improved over the past 20 odd years. Living in New Zealand for over 20 years I have not experienced problems sourcing or commissioning parts (including trade orders) from UK suppliers & paying by credit card. My comment about damage to the Irish and British hardwood furniture caused by EU legislation favoring Scandanavian manufacture is based on my experience while working for the Health & Safety Authority in the early 2000s, my understanding was that hardwood dust was classed as carcinogenic as a result of lobbying from Scandanavia which required Irish and British hardwood manufactures to apply a much higher level of dust control and exposure monitoring than the Scandanavian pine furniture industry. At the end of the day EU member countries manipulate the system to their own benefit and Ireland was a master at the game. When I lived in Scotland during the early 90s Scottish agencies responsible for economic development just could not compete with the IDAs perks for foreign direct investment, Will be interesting to assess the impact of the new Product Safety legislation on Irish & EU cottage industry manufacturers/suppliers for who product certification may be prohibitive.

At the time CIE/IE would not allow the RPSI or other preservation groups operate trains in CIE/IE livery. In the early 1980s the Great Southern Railway Preservation stock was restored in an approximation 1950s CIE green livery with Flying Snails and one or two in an approximation of GSR brown and cream. A pair of restored GSRPS coaches including a Buffet operated on a special from Cork-Youghal otherwise made up of CIE stock, West of Ireland Stream Railway Association (WISRA) eventually Westrail adapted short lived red and cream livery for specials over the WLWR line out of Tuam before adapting a late 50s CIE green livery for steam operations behind No 90s

A lot of EU Legislation is driven by vested interests within the intention of limiting competition/restricting access to the market, particularly small to medium sized businesses. Back in the early 2000s Scandanavian interests successfully lobbied for work with hardwood dust to be classed as work with a cancer causing agent giving their Pine Furniture industry an advantage over the Irish and UK hardwood furniture industries. Similarly the introduction of the EORI number which in theory allows small businesses to supply orders up to 250EU vat paid directly to the EU involves appointing an EU agent only viable for large scale operators, product safety regulations have a similar affect on exporters from outside the EU not just the UK

Interestingly the initial Tara Mines output was railed to Foynes in Zinc Ore wagons as a result of a trade dispute at Dublin Port. The Mogul zinc mine at Silvermines ceased in 1982 https://silvermineshistoricalsociety.com/20th-century-mining-in-silvermines/#:~:text=Despite efforts to keep the,% Pb and 7.4% Zn.. The Zinc ore wagons were stored at Silvermines before the branch/siding was disconnected in the late 90s possibly early 2000s ( I have some colour slides of wagons stored at Silvermines but no longer a suitable scanner) Barytes traffic continued into the 90s, the Barytes wagons were used as Spoil Wagons by the P.W. department from the 1980s sometimes 'borrowed' for weekend PW works and returned to the Limerick area to take up their normal weekday diagrams while mining operations continued. I think the train passing Lucan made up mainly of empty zinc ore wagons may have been a 'delivery run' from Inchacore to Limerick zinc traffic appears to have begun in 68. I have a sneaking suspicion that the Foynes Ore tippler was transferred to Mugnet and modified to accommodate bogie wagons when the shale traffic from Birdhill commenced in the 1980s

Here's an interesting one. I took the photo at Liffey Junction the only one of its type stored out of use with Bulleid Opens and a 27101 series flat following the completion of the DART civil works, An intermediate stage in CIEs 1960s development of a 20Ft flat wagon for container traffic. Originally introduced as 25201 Series Flat wagons 11'wb 12T load capacity vacuum brake gear similar to H Vans (handbrake wheel broken off) once used for Guinness (3 container) traffic. Doyle & Hirsch note that 24516-24566 were converted from H Vans in 1973. Typo of discrepency in CIE records? As Flats these wagons ran in Northern Ireland carrying Guinness and Container traffic to Belfast and both routes to Derry. There is/was a video of a Mogul departing Foyle Road with one of these wagons leading the consist.