Mayner

I guess the moral of todays story is that the Irish can beat almost anyone when it comes to sharp practice and its sometimes difficult to judge whether a Gombeen Man is just incompetent or a rogue. Abought 30 years ago I was working as a Site Manager for a major Irish Construction company one of whose specialities was building Hotels for "Investors" who were taking advantage of tax breaks for investments in 'tourist infrastructure. The company successfully completed 'budget hotels" in Cork and Galway using pre-cast technology and were approached by the promoters (firm of architects) in mid-96 to complete a similar hotel in Dublin by the end of the (96-97) tax year. The company advised that it was unable to complete the project within the expected time frame using traditional construction or pre-cast technology. Promoters came back a couple of months later advising that they had found the Irish Licensee to a British "fast build" building system that would that would complete the building superstructure within the foreshortened time frame. The Irish licensee would be appointed as Lead Contractor while our role was to manage the overall project and collect our fees. I had just completed a manufacturing project in Athlone and was asked to be present at a meeting in Dublin the following morning with my bosses, the promoters, services contractors and the Irish Licensee for the 'fast build system' our Gombeen Man. This was before the days when everyone on a construction site wore high vis or branded clothing, most of use arrived at the meeting wearing a combination of business suits and smart casual wear though our Lead Contractor turned up smoking a cigar and dressed like Arthur Daley complete with soft hat and Crombie coat. Our lead gave use a presentation on how he would complete the project on time, though the information on his concrete supplier and sources of labour were not convincing, the left the meeting While promoters and my side did not say a word, the services contractors immediately turned to the promoters and asked for a 'extension of time" to complete the project when the Lead Contractor failed citing major problems on a number of projects where the same individual was involved In the end we finished the hotel in time for the 'investors" to receive their tax breaks, though we had to take direct control of the works from the licensee to complete the project (similar to adminsitration) The Gombeen Man had sufficient leverage in terms of the Irish license to the proprietary UK system to be retained as contractor to carry out the "off site" assembly in Dublin, though he remained a nusiance and was banned from site for much of the contract, though he did appear to take credit and guide prospective clients around after we handed the completed hotel over to the client. Think it may have been mainly a case of our Gombeen Man not realising his limitations getting in too deep both in the case of the organisations he was dealing with the construction team were aware of his track record and used him as long as necessary. Surprisingly while our Gombeen Man struggled with the off-site assembly, he employed a highly competent site manager and team of carpenters and roofers to complete the roofing works. One interesting snippet was receiving a call to remove the company sign board as the ISO Quality Auditor was expected to drive past the site on his way to carry out an audit at head office. The company possibly keeping the project "off the books" in terms of its Quality Assurance system to avoid reputational damage if the project failed. I left that particular firm shortly after completing the hotel and never experienced a similar problems on a construction project again

About 30 years ago used to drive to regularly take the remote A412 road from Bala to Trawsfynydd ( Trawys)on Friday nights en-route from work in the Home Counties to Portmadoc to volunteer on the Welsh Highland. The drill was to phone ahead from Bala and order a few drinks if I was running late and would not reach Port by closing time. One night there appeared to be someone on 'high beam' following behind me for several miles as I climbed until I realised that it was a full Moon and that there was no one behind me as I drove around the loop above Lyn Celyn. I literally had the road to myself for most of the 18 miles across the hills between Bala and Trawys and reached Port before closing time. Not sure if I would be up to the drive, and staying up with my mates till the early hours of the morning before spending a weekend volunteering these days, but great fun when I was up to it.

Wasn't sure if it was Athlone West or Westport for a moment positioning on the buildings, tracklayout and hill in the background, though I managed to find a photo of Athlone West Junction looking the other way in Ernie Shepherds MGWR book. The signal cabin and station canopy in the background are a give away. C204 is on the MGWR Cattle Bank Road, the large building to the left of C204 is the 'new" MGWR loco shed the original loco shed in the right background opposite the signal cabin. The area west of the Junction was cleared with just the main running line remaining after Athlone was re-signalled in the mid 1980s, in "Fayles Bulletin" 1No 35:8 1937 the writer speaks of a day trip to Athlone double headed by a pair of recently introduced 342 Class 4-4-0 (favourite for mystery and excursion trains> During their stay the visitors observed 531,532 (Achill Bogie) 590 (Std Goods) and 623 (Cattle Engine) at the 'small shed". 533,535 (Achill Bogie) 589,606 (Std Goods) 621 (Avonside H Goods),635,642 (Cattle Engine)659,663,665 Ks Passenger (2-4-0). Not a bad 2½ hrs in Sep 37. Visitors probably though the railway was run down and lacked variety to pre-amalgamation days. Midland Main Line and Mayo Branch singled. Distinctive GSWR and MGWR identities and liveries obliterated , all locos painted drab grey, lining obliterated, loco nameplates removed.

It looks like we are thinking about two different models of the "Turf Burner" built to two different track and wheel standards! The Turf Burner that ran on the Loughrea layout was built by Brian Fennel, the trackwork on the Loughrea layout was laid to 21mm gauge to modified EM standards while Adavolyle was laid to P4 Standards.

One of the MRSI Loughrea group built a presentable model of the Turfburner CCI about 20-25 odd years ago, plasticard body on an Athearn SD9 (Co-Co) Chassis. In the days before MM brought out its 1st 201 there was quite a cottage industry in the club turning out quite presentable 201s and other IE diesels in plasticard and resin only one Turf Burner was built.

The re-built C&L carriage 1L was transferred to the West Clare where it was used in passenger trains and later used as on the BNM Bellacorick system where it was destroyed by fire shortly before the current C&L operation was established. Apparently BNM staff were embarrassed when the preservationists turned up at Ballacorick enquiring about the C&L Coach. C&L Coach in West Clare passenger train Ennistimon (Photo courtesy Railway Magazine Irish Narrow Gauge Vol 1. Tom Ferris 1993.

A layout combining Drogheda station, Buckleys Siding and Platin is very ambitious for a first layout, on the plus side a lot of the locos and stock are available or announced in ready to run form, the challenge is likely to be fitting a workable layout into the available space and considering train length and degree of compression to achieve a workable layout particularly if your focused on prototypical train working. The other thing to consider is that apart from a double track continuous run or some degree of automation we can only control/drive one loco at a time, during solo operation you could become fully occupied shunting wagons in and out of the wagon-repair shop at the old loco depot and you don't have the time of inclination to shunt Buckley's sidings, or simply time to run the layout. It might be worth contacting the Model Railway Society of Ireland. The society built and exhibited a OO Gauge model of Drogheda which included the station and viaduct which was one of the clubs principal exhibition layouts during late late 80s/90s. Its possible that some of the buildings and structures may exist. There are photo of the viaduct on the section on the Dundalk Work's Layout https://www.modelrailways.ie/layouts/dundalk-works

I was tempted by the Agenora Models Steam Locos when I was going through my British Industrial phase during the late 80s/early 90s, but ended up building a small fleet of Impetus Industrial diesels and a solitary Manning Wardle Steam loco instead! The Agenora kits appeared to be aimed mainly at the 7mm market and seemed to have a good reputation among kit builders while reasonably priced.

There was a hydraulic buffer stop at the end of the arrival road at Sligo Station up to the mid 70s. The hydraulic buffer stop had been replaced by a set of friction buffers when I 1st visited the station in 77-78 and the hydraulic buffer stop partially dismantled with the buffers and hydraulic removed.

Strong family connection to Broadstone and Liffey Junction and later explored the remains of the station in the early 80s. My maternal grandfather joined the Midland as an engine cleaner in 1900 married my Grandmother shortly after being appointed as driver in 1918 and raised a family in a railway house in Great Western Square. Although his railway career was cut short as a result of ill health and passed away years before I was borne, my Mother often talked about childhood memories of her father working on the railway at Broadstone and Liffey Junction. The area around Broombridge would have been completely rural market gardens and cow lairage up to the 1940s with the development of the Cabra West on a Garden City model with Corporatuion housing and industrial units backing on to the railway.

Interesting to see how Irish voters would react to say the FF/FG coalition running in the next election on a platform in Income Tax cuts and road building financed by cutting 'wasteful' Government expenditure including axing the Dublin Airport Metro, and other public infrastructure projects and job cuts in all Government Departments. This is basically what happened in New Zealand last year where a centre right coalition was elected which effectively reversed the majority of policies on a centre left government which was heavily committed to investment in public infrastructure primarily rail, road safety, electricity and water. The coalition parties specifically identified the axing of an Auckland Light Rail project that would have linked the CBD with the Airport and local fuel taxes used to fund transport infrastructure. Cross-subsidising rail/public transport with taxes levied on motorists/road users was deemed unfair on principal. "The sting in the tail" for the road user so to speak was a post election announcement that "congestion charges" (similar to London) would be introduced to 'manage-demand and Tolling (something of a taboo in New Zealand) would be considered for new roading projects. Roading projects have the advantage over rail in using mainly local labour and material and keeping people at work in a recession, and can operate on a true user pays basis if tolls and duties are set at the correct level.

At first sight the loco reminded me of a cross between the Triang 'Continental" 0-4-0 https://www.ebay.com/itm/375294131391?chn=ps&mkevt=1&mkcid=28 and Big Big Train 'Continental" 0-6-0 of the late 60s http://www.tri-ang.co.uk/2020/General 28/BBEngineA.jpg. Maybe Triang/Rovex idea of what a continental loco looked like. Its not a bad freelance conversion combining Triang 0-6-0 chassis and parts from the "Continental" 0-4-0, the seller seems to have 'lost the plot" in listing the model as a County Donegal loco.

Interesting 6w 1st 39m apparently kept as a spare on the former carriage shed siding to strengthen the branch train. Quite a long mixed train with a passenger brake at the rear. There is a 21st April 1955 HC Casserley photo of 656 with the branch train at Loughrea made up a single H Van, ex-GSW 6W Brake 3rd and a 'modern' Bredin Composite coach most likely 2115. The Casserleys party chose to travel in the 6 wheeler despite exhortations from the guard "You'll be much more comfortable in the bogie, Sorr".

Its possible that a set of ex-MGWR 6w were in use as late as 1961. According to Padraig O'Cuimin in Baronial Lines of the MGWR bogie coaches were introduced on the Loughrea Branch in the 1950s. A GSR built composite 2115 (Built 1935) ran with 91 an ex-GSWR 6w Brake 3rd No91. "At other times a Midland set was used" 39m 6w lav 1st, 85m 6w second and 9m 6w BK 3rd rebuilt by the GSR without the birdcage look out. This looks like the set in the first proto. O'Cuimin states that the final steam set was made up of 2111 a 1925 GSR Composite and 2932 one of the recently introduced 4w Luggage and Heating Vans. The coach in the photo with 610 appears to be a 1920s GSR coach and likely to be 2111, the 6w Passenger Brake appears to be ex-GSWR with gas lighting possibly No 91 (the shape of the lamptops is a feature of gas light carriages). The steam locos are both ex-MGWR L Class 0-6-0s or J19 rebuilt with superheated boilers, these engines originally ran with "Stirling" style tenders with springs hidden behind the framing, but apparently replaced with larger tenders, the first off a 2-4-0 or more modern (1890s) LM/J18 or a 2-4-0, 610 has a larger post 1900 tender possibly off a scrapped 4-4-0 or 0-6-0.

Speeder (Inspection Car) tours are a popular pastime in the USA. https://www.timesreporter.com/picture-gallery/news/2023/07/14/photos-speeder-railroad-inspection-cars-used-tours-age-steam-roundhouse/12255446002/ There were stories about farmers using gangers trollies (push along) "to bring in the hay" on the C&L, some 'young people" from Crooksling used a Dublin & Blessington gangers trolly to go to dances/parties at Brittas the 1920s, (the source who passed away long ago remembers there was a flat on one wheel giving a bumpy ride. Said it was an exciting ride down hill (in the days before teens had cars/motor bikes) but a pain pushing the trolly up the hill after a night out! Some people considered using a preserved Wickham car for a 'run on the main-line" on a Christmas Day but thought better of it! BNM used to carry out track inspections by scrambler motor bike, but locos (with a push button start no keys) used to be parked 'out on the bog" if you were in the mood for taking a spin.

Been a problem for generations. The line was closed between December 1956 and March 1960 because of serious flooding at Ballycar, services were restored on 10th March using 301 the last surviving GSWR 4-4-0. The firebox was supposed to be high enough above the flood waters for 301 to get through although the diesels (locos and AEC railcars) could not

David put it succinctly 21mm gauge can be laid to OO/EM profile wheels and running clearances, but not really suitable for sharp/small radius curves (I use 2'6" as a minimum on plain track) and points need to be at least 3' radius. Its important to understand that EM/OO fine wheels are to a finer/narrower profile to wheels fitted to RTR locos and stock and importantly that critical dimensions such as wheel Back to Back and Flangeway Clearance vary between EM and Double O Association Intermediate Track and Wheel Standards. I use EM profile wheels set with a Back to Back of 19.3mm for the majority of my locos and stock with a Flangeway Clearance of 1mm while Brendan 8056 uses existing (NMRA) profile wheels with the B-B set at 19mm presumably with a wider flangeway clearance. It was necessary for me to reduce the thickness of the bogie sideframes of a B141 re-gauged with the original Bachmann wheels as the wheels rubbed on the sideframes with the B-B set to 19.3mm. Clearance between wheels and side frames was not a problem on my B141s fitted with narrower EM profile wheels. While diesels and stock are relatively simple to re-gauge, a 21mm gauge steam outline loco is basically a scratch or kit building exercise in sheet metal due to the very tight clearances between wheels, splashers, outside cylinders/valve gear on the full size locomotive. I think Stephen or Fran from IRM/Accurascale pointed out that it was not practicable to produce an EM gauge variant of the Accurascale GWR Manor due problems achieving sufficient clearance given the characteristics of the material used, on of the reasons British OO exists.

The existing Parkside kit https://www.petersspares.com/p/parkside-models-pc65-br-12t-palvan-kit-oo-gauge is probably a better and cheaper option than the new Bachmann model for modelling the CIE Palvan. Apart from the underframe the main visual difference between the CIE and BR vans was that the Irish Vans were fitted with sliding doors (2 types) and three different types of end stampings. Some of the vans were fitted with corrugated ends similar to the standard BR Van, its possible to produce this type of van by doing a 'mix n match" between a Parkside Pallet and Ply sided van kits as outlined in James Hiltons recent article on Irish vans https://paxton-road.blogspot.com/2024/03/irish-vans.html The underframes on the CIE Palvans were quite unlike the BR vans a combo of Bulleid Triangulated Underframe, axleguards with spring dampers like the BR Pallet Vans and 'either side" brake gear similar to that fitted to older style British built tank wagons a very strange combo. The Bachmann/Parkside chassis are best described as near enough for the Irish pallet vans if you don,t look too closely.

A lot of the crap on Facebook/social media is relayed by the older generation, have a relative in their 80s form the States that only posts Trump/Republican Party propaganda and conspiracy theory stuff, while our 14 year old simply chats with their friends and shares selfies and artworks on social media. Populist politicians tend to appeal to the age group or people that feel "that they have been left out" by main stream politics leading to Brixit in the UK and quite reactionary governments in this part of the World. This in turn leads to increasing discontent among an upcoming generation who feel that they have been let down by their parents and grandparents generations, interesting ties in the next 15-20 years! We use facebook to chat between family in gthe States and New Zealand but ignore most of the postings.

Its possibly Fintown Railway staff are paid by Údarás na Gaeltachta under a social employment scheme but there may be no public funding available to actually maintain or operate the railway. Several preservation schemes in the South were able to employ staff under a social employment scheme (work for the dole), with the preservation group responsible for paying for materials and consumables. Shortage of workers or volunteers was not really a problem, but the lack of/inadequate funding for heavy maintenance/overhaul work

Looking back at my family history to the 1880s the two things that stand out is that each generation went through a phase of youthful rebellion, (made their own decisions sometimes in the face of opposition from those in authority (sometimes parents and religious) ) and each generation worked through life's up and downs to bring up the succeeding generation. One interesting pattern on both sides of our family is women from old Irish families marrying men of English and Scottish ancestry (widen the gene pool?), though I changed the trend and married a woman of Viking/Germanic ancestry who is equally strong minded. As a kid I remember a priest working himself into a lather during a sermon the World was about to end. He could not tell the difference between the sexes with boys and girls wearing long hair and similar clothing. Parental opposition to a cousin going-out with a girl they considered low class, the couple eloped and have stayed together for over 50 years and are now great grandparents, but are at heart still a 60s couple. Another cousin considered a failure in a family of high achievers became a left wing political activist and surprised his surviving brother and sister with the turnout of political dignitaries (all sides of the political spectrum) at his funeral. We cannot judge succeeding generations by our own standards or without looking in the mirror.

B141 conversions using original Bachmann wheels top photo, Ultrascale EM profile wheels lower photo. It was necessary to thin down /reduce the thickness of the Bogie sideframes using the Bachmann wheels with the wheel Back to Back measurement set at 19.3mm based on EM running clearance, there is sufficient clearance and no need to reduce the thickness of the sideframe when using EM profile wheels available from Ultrascale or Gibson. Ultra scale supply 21mm gauge wheel sets to order in both P4 & EM profiles, better wheel than Gibson but longer lead time to delivery. I used 26mm plain axles available from a local supplier for the Bachmann Conversion Setting up Ultrascale wheelset with Bachmann axle brushes and gear, the top hat brushes between axle brush and wheel are basically spacing washers to minimise side play. The steel object is a Back to Back gauge bought from TMD the predecessor of Studio Scale Models ,many moons ago. The Crude Hornby but it works old type Stanier bogie converted to 21mm gauge Piece of .60 Thou plasticard used as replacement bolster. 2mm bore brass tube used to sleeve standard axles cut in half, wheels are PC Models a long discontinued brand bought at a clearance sale about 30 years ag. Same principal but more sophisticated. MJT "Suspension Units" packed out to accept 21mm gauge wheel sets used under a Laminate coach assembled using a Worsley Works set of parts. Wheels appear to be Gibson EM profile wheels on locally sourced 28mm pin point axles. Purpose design of 21 or 16.5mm gauge Studio Scale Models GSR Bredin Coach. Dapol ESSO Tank wagon. Solebars packed out to accept 21mm wheelsets. Similar principal used to convert Parkside BR Van and Pallet Wagon to 21mm gauge Irish models

The question of re-gauging really depends on whether you prefer to spend your time model-making/modifying models or prefer to spend your time running ready to run models. A lot depends on the track and wheel standard adapted P4 will require replacement of existing wheels with P4 profile wheels and potentially greater care in baseboard construction and tracklaying than the coarser standards, EM profile wheels should be used if you adapt EM running clearances, existing NMRA RP25 profile wheels fitted to the majority of rtr models are suitable for use with OO (Double O Gauge Association) running clearances. https://doubleogauge.com/standards/ The original version of the MM 141/181 was easy enough to re-gauge to 21mm gauge by replacing the existing axles and re-using the existing gears and wheels if you adapt OO running clearances, or with some thinning down of the bogie sideframes if you retain the existing wheels and adapt EM running clearances Hand laying track and points takes longer than using Peco but can result in a more realistic appearance both in terms of track gauge and overall appearance of the track. The IRM Bogie wagons can be re-gauged by moving out the wheels on the axles, the IRM MK2 Bogie coaches are designed for the wider 21mm gauge, but the axles/wheel sets may require replacement. Earlier IRM and MM and Provincial Wagons stock require modification to the chassis/bogies to run on 21mm gauge. I have worked in 21mm gauge for over 30 years, but haven't gotten round to building a layout as I get most of my enjoyment out of building locos, stock and buildings and haven't really had time to build a layout. Most of my locos and stock are CIE/GSR steam era were built from kits and modifying ready to run not really an option in the first place. If you are seriously considering re-gauging the first step would be selecting a wheel/track standard which largely determine the level of care/precision required in baseboard building and tracklaying, but also determine the minimum radius of curve feasible the more accurate the wheel/track running standard the greater the minimum radius required, I have successfully used a minimum radius of 30" using EM wheel profile/running clearances, adapting Double O Association standards may allow a small minimum radius. Another approach is to mount the layout at or close to eye level and use a finer track like Peco Code 75 or Bull Head both of which are closer to scale in appearance than the standard Peco Code 100 track, the eye level view point distracts the eye from the appearance of the narrower gauge. Possibly what I would do if I was starting out with a blank canvas in 2024.

The LGB Tram and 4w coaches are good sturdy models capable of running forever and not unlike early Schull and Skibereen stock. Deltang https://www.deltang.co.uk/ are a good UK source of battery radio control equipment. Unlike DCC large scale battery radio control the majority of suppliers are 'cottage industry" businesses some of whom use Deltang components, the RCS (Australian) radio control system on my garden railway is based on Deltang components. Traditionally people placed the battery in a coach or wagon behind the Tram or Stainz loco, though I used a custom made battery of AA NiMh cells to power my LGB DRGW 0-4-0 diesel loco.

S Scale on 16.5mm track popular in New Zealand for modelling the 3'6" narrow gauge. scale also popular in the States for both standard and narrow gauge modelling, https://www.brians-place.com/models/S-Scale/railwaymodels.html Apart from being primarily a scratchbuilders scale S is a nice intermediate scale between OO and O. Easier to work in than OO/4mm as eyesight and manual dexterity deteriorates as we get older and takes up less space than a similar model/layout in O Scale.