Mayner

The IRRS have published DCD 003 a GSWR "Carriage GA Drawing Compendium" which would be more useful than a Diagram Book for modelers intending to scratchbuild models of GSWR coaching stock. The IRRS have published GSR "Classification of Coaching Vehicles P1 & P2 and GSR "Carriage Diagram Compendium" Parts 1-3 based on stock in service during the 1930s. The GSR Diagrams Compendiums are likely to have been re-prints of the GSWR and other pre-amalgamation company Diagram Books https://irrs.ie/archives/maps_drawings/ A Galteemore indicated Carriage Diagrams are of limited value to a modeler outline only showing only one side of a coach, the main value of the collection is providing an indication of the stock that was in use in 1933 and 1937. The Compendiums are scans of original documents which were sometimes in poor, faded or damaged condition quite unlike the carriage drawings that appear in model railway magazines.

G617 on trial (on DC) after finding the cab roof and more extended running in. The 3 point suspension with the rocking leading axle seems to be bedding in nicely including running without stalling on Peco Insulfrog points, the main challenge is keeping the wheels clean. A bit noiser than I would have liked, but may improve with running in reasonably pleased with the locos pulling power without adding additional weight to the kit Although the loco managed to fry one decoder though there was no sign of shorting and motor stall current well within the decoder's current rating. I will run the loco for another 3-4 weeks on DC to allow the drive train to bed in before before trying another brand of decoder. Question at the moment is whether to re-paint or weather the loco, the decals are wearing away and the white enamel wearing through the black! Underside of the loco showing final drive boxes and spur gearing, there is very little clearance between the bottom edge of the final drive boxes and the Kadee uncoupling magnets. 8BA nuts secure the coupling mount boxes, 10BA bolt through the cab floor and rear frame spacer aligns the body and chassis and keeps everything in the correct alignment. Need to add Alan Gibson 14" buffers, vacuum pipes, glazing and a driver to add the final touches to the loco.

G617 on test! Power pick-ups are two pieces of phosphor bronze bearing on the wheel tyres soldered to offcuts of copper clad sleeper strip. I fitted the loco with a 6 Pin NEM socket & harness to allow the loco to run on DCC, otherwise I simply connect the pick ups to the motor terminals "just 2 wires" compared with the hassle of fitting a DCC chip. I rigged up a temporary DC adaptor with a 6 Pin NEM plug for testing and running in the loco on DC or analogue control. One of the next jobs is to find the cab roof, finalise the fixing of the body to the chassis before detailing and fittings couplers, should keep me busy to March/April!

I am in much the same boat myself and will soon need to make a decision on whether to continue working in 4mm or move up to a larger scale or concentrate on rtr as the hands are not as steady as they once were as I move into my mid-60s. I think David Holman has the right approach build and complete models for a particular modelling project, as opposed to acquiring a 'stash' of kits or rtr models that might be useful some day. In my 20s I set out to model a section of the "Meath Road" to 21mm gauge all scratchbuilt, I scrapped most of my early scratchbuilt models of MGWR locos and stock as they were fairly crude, but did not get round to building replacements until 40 years later because I got diverted down various rabbit holes including the GNR(I), BR steam era, Irish 3' Gauge and rtr American N & HO gauge and the DRGW narrow gauge in 1:20.3 scale with the arrival of various rtr models and stock. In the end I am not really bothered about the various Rabbit Holes and culled most of my collection of British OO and American N, at this stage I got to go back to basis and focus on completing my unfinished products while I am still capable.

The majority of reports on the future of Ireland's railways between the 70s and 90s considered the options of retaining, immediate or a phased closure of the railways. The 2003 Strategic Rail Review was the first report to consider the future of the railways in the long term 20+ years. The Irish economy was in a weak state during the 1980s with the economy in a prolonged recession as a result of a credit squeeze and the Government attempted to control inflation and reign in Government expenditure, basically the government was spending more running the country than it was taking in in taxation and subsidising CIEs losses was low hanging fruit easy cut compared to social services, health and education. Although it was not spelled out as such the Irish Government's "Building on Reality" economic envisaged a gradual run down and closure of the railways over 20 years with no future capital investment in the railways after the completion of the MK3 Intercity Coach programme and the completion of the Cork Line CTC system. In return for an operating subsidy paid above the line for loss making passenger services, CIE was divided into three operating companies Bus Eireann, Dublin Bus and Irish Rail which were expected to compete with each other, operate profitably and fund their own capital investment from retained profits or commercial borrowing. To their credit the three companies demonstrated a lot more initiative than under CIE management. Irish Rail made a determined effort to improve service and increase passenger and freight traffic, demonstrating iniative such as hiring NIR 80 Class railcars, reinstating the Bray Greystones Shuttle and pursuing new sources of freight traffic such as grain, mollasses and pulpwood. In the end like other rail operators of the 90s Irish Rail generated insufficient income despite a large public subsidy to cover the cost of infrastructure and rolling stock renewals as deferred maintenance caught up and the system basically started to fall apart during the early 90s. The railways were largely rescued by a large EU Infrastructure grant with Ireland signing the Single European Act during the 1990s paying for the re-laying and modernisation of the lines in the West. CIE (both management and unions) continued to be a thorn in the side of the Irish Government until a long term decision of the future of the railways was made after the ending of the ILDA dispute in the early 2000s. The Dublin-Border line upgrade and Heuston-Kildare suburban were originally presented as either-or projects with the Kildare line service having precedence over the Enterprise upgrade until EU/Ireland Fund funding was made available. The Maynooth Line upgrade was funding by EU funding diverted from the LUAS when the project was put on hold during the late 80s. There is an old saying that Merrion Street could be an efficient executioner of railways as Stormont, though the Ulster politicians were more open about their intentions. The Department of Finance adapted a policy of drip feeding investment for CIE over many years while the CIE Chairman warning the Government that it could no longer safely operate services with 1950s timber framed and laminate stock, effectively protecting the Board and Management of CIE in the case of a Corporate Manslaughter charge in connection with the Buttervant and Cherryville disasters. CIEs plans to build new trains in Inchacore under license from Linke Holfmann Busch during the late 70s were rejected by the Government and replaced with a programme to build BREL MK3 coaches during the early 80s when it became essential to replace older coaching stock with poor crash resistance following the Buttervant derailment and Cherryville collision. Similarly IEs proposal to build new diesel railcars for suburban and branchline services were rejected by the Government during the late 80s though approval was given to build the last 24 coaches of the Intercity order as Push-Pull suburban stock Its not just an Irish thing in recent years the New Zealand Treasury was highly critical of the Governments investment in rail despite Kiwi rail operating profitably carrying 18m tonnes of freight or 13% of the freight task.

No 8 train includes a long cut of container wagons used for carrying Cross-Border Guinness traffic from the late 50s to mid-60s. The containers (grey with blue Guinness lettering) were introduced before the break up of the GNR in the late 50s, usually loaded 3 containers per wagon. The containers were originally staggered on GNR container wagons until replaced by longer CIE wagons during the early 60s. The Dapol/Airfix Prestwin chassis would be close enough for a OO gauge model of the CIE 12t 20' flats used with these containers and general container traffic on the North Wall-Waterside derry Vacuum Ireland 1st Liner Train Provincial Wagons produced, a flat wagon with two of these containers.

Family gone to the Cinema to see Avatar 2 this afternoon which means I got a chance to play trains in the workshop! G617 Chassis now ready for final assembly. Some last minute changes included fitting mounting plates with 8BA captive nuts at each end for Kadee couplers Starting the final assembly The motor drives a layshaft through a 1:1 "Tender Riser", the final drive to the axles is through two "Road Runner Compact" gearboxes. A common arrangement in N and 009 locos I used a similar drive system in a RH DS88 shunting loco and a CDR railcar built during the late 80s early 90s The first challenge was fitting the output gear to the Tender Riser, I used a "narrow" gear which is a push fit on the shaft. The chassis is compensated with one fixed and one rocking axle gearbox/final drive unit, the "rocking' end of the layshaft is supported by a frame spacer & top-hat brush. Final drives assembled with worms Loctited to the shaft. The top of the RH gearbox looks rough, I trimmed the top of the gearbox cradle (non structural) to allow the motor to fit. The biggest challenge to the project was fitting the output gear to the motor. the TendeRiser is designed around 2mm bore gears, while motors are currently available with 1mm and 1.5mm shafts. I originally planned to buy 2mm-1.5mm bore brass tube from Eileen's Emphorium as no suitable tune was available locally, but managed to find a small section of 1.5mm bore tube in the scrap box. I opened up the brass centered gear to a sliding fit on the tube using a tapered broach before Loctiting the gear to the tube and the tube to the motor shaft Chassis almost ready for testing, fit pickups and allow Loctite 24 hrs. to set!

The railways in Northern Ireland were geared up to meet the demands of a War economy, while the GSR was mainly geared up towards moving exports people and food to the Cross Channel Ports. I don't know if applied to the GNR, before the War Stormont subsidized railways on a £ for £ basis on loss making cross-border rail services, the payments continued on a £ for £ basis (based on net income) during the War although the railways were now profitable. The retained profits allowed the CDJR to continue operating to 1959 and helped keep the SLNCR buy Railcar B after the War May have helped the GNR go shopping for new steam locos and diesel railcars after the War.

Happy Christmas !!!!!!!!!!

Saw this on an RM thread on older inspiring layouts. Part 1 includes the ground breaking 2mm scale Chiltern Green. In a way the overall standard of modelling has not moved on since the 1980s

Photos of Lego on the heart rug in the parlour brings back memories. When I was little I wanted to be a farmer and made farms and played with my Corgi tractors on the rug, and later started building Lego bungalows. I ended up working as a Site/Project Manager for many years coordinating large groups of people playing with 1:1 scale blocks and machinery. Early days playing with Lego may have helped me start thinking 'outside of the box' important for solving 1:1 scale real life problems as a manager. Daughter (13) has ordered a Lego "Harry Potter" set for Christmas and has taken on the project management side from her old Dad, with a growing portfolio of assembled Lego Sets taking over china cabinets and display cases around the house!

The Hattons LNWR coaches should stimulate demand for LNWR,DNGR and GNR locos! Possibly a OO Works Crew Special Tank/DNGR 0-6-0ST though similar in general outline the DNGR loco would require a separate running board/footplate tooling to the Crew Special. The DNGR locos had larger driving wheels and a different running plate profile to the "Crew Special" There are several photos of GNR JT 2-4-2T on the DNGR. Richard Hobbs designed 3D printed JT complete with OO chassis has been available for several years www.glr3dmodeldesign.co.uk recommended using plasticard overlays to complete the loco. Harry Connaughton a professional model maker produced a batch of rtr OO & 21mm GNR JT 2-4-2T (used on the DNGR) during the early 70s which may show up on the second hand market or deceased estate.

My first set (early 60s) tin plate American freight train, the loco was powered by a single battery in the boiler loco and all cars 4w, second set 2-3 years later was tinplate American streamliner (3 car) again all 4w but could also run in reverse. The tinplate sets did not last very long as I was and still am a 'tinkerer" who enjoys taking things apart. The third set a Lego train with a battery locomotive lasted longer as I was able to rebuild the locomotive from a Tank to a Tender loco using parts from my Lego set. I got to choose a 'proper' train set a Triang-Hornby "South African Goods" for my first teenage Christmas present during the late 60s. There was nothing South African about the set as it featured the recently introduced M7 loco and BR wagons. The "South African Goods" did not last very long I traded in the M7 for a Triang-Hornby 0-6-0 diesel shunter a year later and started scratchbuilding plasticard and tinplate British and later Irish outline bodies to run on butchered Triang-Hornby chassis. My first reasonably successful kitbash was a crude model of SLNCR Lough Gill with a tinplate body (Coke tin) on a Triang Princess chassis block fitted with Triang-Hornby 0-6-0 driving wheels, it looked rough but actually ran, I butchered the Princess into a Black 5 before attempting the Irish loco. I guess I haven't changed much I am still a tinkerer after 50 years though the end results in terms of my modelling seem to have improved

Fenit used self propelled steam cranes on the pier lines http://www.kennellyarchive.com/id/MYH007/ The Fenit cranes ran on the pier lines, but do not appear to had buffing gear or couplings for shunting wagons, I am planning something similar for Northwharf using a Jordan HO steam navvy as a basis There are a number of colour photos of the cranes in JHBs & Barry Carse's book Rails through North Kerry none unfortunately showing the "cab" end. The Fenit cranes appear to had a 'fast' hoist rope with a simple hook rather than the double block arrangement shown in the second sketch. The cranes appear to have had a fixed 'non' luffing jib supported by struts that go back to an A frame inside the cab The hoist drum and engine were inside rather than outside the "cab" to keep the engine and drum dry to prevent the hoist rope slipping. The "cab' layout is likely to have been similar to a steam navvy or the steam cranes at Chatham

Better still fit the loco with a number plate and its is basically correct for a loco running in GSR condition (apart from the narrower running plate/position of the cylinders and motion). The Inchacore smokebox door with hand wheel appears to be a late Emergency/CIE modification.

The Shapeways resin option appears to have been first offered 1-2 years ago. Accura Xtreme 200 appears to be the most suitable for small scale models. https://www.shapeways.com/materials/sla-accura-xtreme-200

Shapeway designers have the option of offering models in a variety of materials, but few model railway designers select the resin print option possibly because to the high cost. I priced a few examples and the resin prints work out roughly 2½ times more expensive than their default White Versitile Plastic material (pebble dash finish)

More progress on the Bullied Vans painting complete and couplings fitted. I have gone as far as I can go with the vans at this stage as I used up my stock of usable decals and had to order another sheet to complete this project. The Night Mail. Heating Van, PO van, 2 LVs, I will need to add a single GSR or 1950s coach and a short string of H vans to complete this train. The alternate Mail Train I am planning to repaint the Heating Van in as introduced silver and build an ex-MGWR 6w TPO for a 1950s mail train. There is a photo of a similar consist in Sligo complete with ex-MGWR Meat/Fish van. The Heating Van is one of my original 2012? test builds with un-modified doors and 3D printed gangways. Luggage Van 2754 Original state, paint touch up required above the doors & re-seat the interior insert (with bars). Capacity load decal broke up to be replaced. CIE replaced windows on some vans with solid panels, again load capacity decal to be replaced before glazing securing the window in place. I used Kadee "20 Series" couplings on this van my usual 36 couplings were unavailable. The 20 series pocket is simpler to assemble than the 30 series, but not a practicable proposition for the Heating Van cause they are too large to conceal in the fuel tanks. I guess its back to the G Class Chassis and J15s until the decals arrive!

I came across a former GSR Bredin Suburban Brake 3rd during a visit to Inchacore during the mid-1990s, does anyone know whether the coach made it into preservation? The coach may have been used on the Inchacore Trail Train following its withdrawl from service, there is a photo of the Bredin coach and a MK2D coupled to an NIR 111 at Ballybrophy in 1986 in the current edition of New Irish Lines.

Rocksavage Works was on the West side of the running line 'the siding under a bridge" was used as a loco depot. The Works appears to have been in two parts the 3 road Carriage and Wagons Shops or "old carriage shed" parallel with the running line and the Loco Works at right angles to the carriage shops, reached by a turntable with a separate lead from the Cork City Railway. The Carriage and Wagon Shops/Carriage Shed appears to be reasonably intact into the late 1950s https://www.flickr.com/photos/irishrailwayarchive/52251463031/in/album-72177720300931532/. The Works appears to have been used for carriage and wagon repair up to closure, there is a late 1950s Walther McGrath photo of wagons undergoing running repairs outside the shops while No90 shunts wagons on the main line. Its possible the re-paint took place inside the Carriage Shed or even on one of the several sidings under the Hibernian Road Bridge, the bridge was effectively used as a loco shed after the original running shed was demolished to make way for the Cork City Railway. Rocksavage may have been used for the repaint if works staff were still on the payroll or Glanmire may have been busy with other work. Inchacore had a fairly primitive spray shop until replaced by a modern shop during the 1990s

I probably would have gone for a GN V or Vs in sky blue livery with a matching rake of coaches, but I have been planning to build a Cattle Engine for the last 30 odd years. American brass imports seem to have taken off after American servicemen discovered that Japanese and later Korean craftsmen could produce excellent hand crafted models companies such as Precision Scale and Overland Models , there is also a considerable market in European brass manufactured by companies like Fulgurex http://www.fulgurex.ch/en/. American brass seems to be brought as much as an investment as to run on a layout. Athearn, Atlas and Walters were the main brands of plastic rtr models with Bachmann and Lifelike in the toy train category until they started lifting their game in the 1990s. Apart from one or two 1960s GWR imports Japanese or Korean brass never took off in the UK with "Hornby" dominating the UK market until Bachmann Branchlines arrived during the 1990s. Otherwise excellent Airfix and Mainline locos in the 70s and 80s were let down by poorly manufactured mechanisms. Ironically Mainline's models were manufactured by Bachmann and Airfix (later Hornby) by Sanda Kan that was later gobbled up by Bachmann. Iain Rice blamed the poor quality of British rtr models and kits on modellers expecting high quality models at bargain store prices

As seen on TV!!!!!!!!!!! I looked at the option of commissioning a rtr OO gauge Cattle Engine from China, I would have needed to sell 500 batch built Brass locos at £700 each or 3000 plastic injection locos at £180 each to cover my costs and make a small profit. OO Works appears to have established that there is a market for 100 Irish steam outline locos at a £315 point which appears very low for a batch built model assembled in the UK (even at home!) At the time I hadn't £300k lying around to see if I could sell 500 Brass or 3000 Plastic Cattle Engines so took a punt on investing a smaller amount in producing some 3D printed rtr wagons which did not exactly pay off either.

Potential demand for 1 per-train items Brake, Luggage Vans, Buffet Cars. IRMs, Accurascale and MM business model is largely based on producing coaches and wagons that customers will by in multiple to make up a complete train such as IRM & Accurascale's focus on 'Block Train Wagons, MM production of the Craven and Supertrain coaches. I think its significant that MM did not produce model of the BR Van or Buffet Car (1953) that were used with Craven coaches. The BR Vans were used with the Cravens from the early 1970s to the mid 2000s, while the 1953 Buffet Car ran with the Cravens from the mid-1960s until replaced by "Craven Buffets" during the late 1980s. While widely used I doubt that the Bulleid Vans even in a multi-pack would sell in sufficient quantities to justify producing a rtr model. The Vans were largely used singly and ran within a very restricted time period 1955-late 70s, the majority of 4w vans were withdrawn during the early 70s, a small number of 4w Heating Vans retained for Dublin Suburban and Branch Line trains. Ironically while CIE ran mail and parcel trains made up largely of 4w Luggage Vans, the Heating and Luggage sold better. Sales wise my Bullied Van kits broke down 40% Heating and Luggage, 30% Luggage Van, 10% Post Office/PW Tool Van over two batches. Kits/batch produced rtr Irish models. With the exception of the Bandon Tank and B101 the majority of the SSM kits were developed during the 1980s and 90s before the business was sold to its current owner. Worsley Works continues to produce scratchbuilder parts for Irish locos and rolling stock mainly GNR, NCC and UTA as Northern Modellers continue their great scratch and kitbashing tradition. Parts for BUT, MED, MPD and 70 Class railcars have been released during the past 10 years, apparently with little demand from "Southern Modellers" with no new GSWR/GS/CIE items released since the early 2000s. I am unlikely to produce further JM Design kits unless I want to design and build a model for my own personal use, the business covers its production, but not its design and prototyping costs. Shipping costs from NZ do not appear to be a significant factor, the business has a small but loyal customer base, moving production to Ireland is unlikely to have a significant effect on the price point as I am working from a lower cost base due to the relatively low value of the NZ $ compared to the € or £, Vats not issue as our prices are 0 rated for vat/gst and claim back the vat/gst if any on my input costs. The fundamental problem is there is in-sufficient demand for kits or batch built models in the current environment to make it worthwhile to produce new models. Disappearing manufacturers. Ian McNally's MIR was probably the first casualty of the introduction of the current generation of rtr models, despite re-tooling the majority of his locomotive and rolling stock kits from whitemetal to resin. Although some of the detail was heavy the kits were reasonably accurate models that captured the look of the prototype and easily convertible to 21mm gauge. Model Irish Scale Rail a promising Edenderry based small batch build manufacturer of rtr CIE wagons faded out in the early 2010s after producing creditable models of the CIE H Van and Ballast/Gyspum wagon. MISR planned an extensive range of high quality highly wagons based on existing rtr chassis which may have been too much for a cottage industry operation. The MISR H Van received a positive review in New Lines during the early 2010s. IFM once produced a large range of Irish rtr coaches and wagons based on rtr chassis and running gear during the 2010s, but its currently unclear whether the business is currently in operation. UK losses. Apart from the loss of Eileen's, Photo Etch Consultants ceased trading in 2022. Photo Etch control the tooling and carry out the etching for a number of UK kit manufacturers. Apart from the problem of retrieving the tooling, the closure of the business is likely to result in significant price increases for some brands of etched kits. Photo Etch prices were significantly lower than other photo engraving companies. The good news for customers is that I did not use Photo Etch. Q Kits Colin: As far as I recall Q Kits produced resin models of CIE A Class, B201, B101, E401 and NIR Hunslet. While rough diamonds the Q kits tended to get the basic shape of the Metrovicks and Hunslet correct and the could be completed as a reasonable model. I had a B101 & a E401, I struggled to complete the B101 mainly because I was unable to correct the serious shrinkage/distortion of the body and cut out the windows neatly, the E401 was a reasonable looking model but was unable to find a suitable donor chassis/motor bogie The Metrovicks and Hunslet were marketed by MIR, though the A Class was later replaced by a whitemetal kit produced by MTK (poor quality body castings that did not fit and Class 47 bogie sideframes totally unsuitable for an A Class. Still it was fun to 'assemble" the A Class on a scratchbuilt chassis with Atheran SD9 trucks (bogies), with central flywheel motor driving both bogies extremely unusual for a model of an Irish or British Rail diesel during the early-mid 1990s.

Many older more established modellers had similar concerns about the future of railway modelling when I first started modelling as a teenager about 50 years ago. The majority of the older generation modelled the "Big Four"/BR steam era, Irish railways were basically off the radar apart from a small group of scratchbuilders. At the increasing popularity in modelling Irish railways was largely driven by a small group of modellers in Ireland and the UK who during the 1970s/80s built models of Irish locos and stock and a number layouts that appeared at exhibitions and in magazines. The greater interest in Irish modelling encouraged people like Ian Mc Nally (MIR), Terry Mc Dermott (TMD & SSM Kits) and Mike Cole (Q Kits) to produce models of Irish locos and stock (some high quality, others less so). While RTR manufacturers and commissioners have a proven capability to produce high quality rtr models of locos and stock, the availability of relatively low cost models from China is contributing to un-realistic expectations of what can be produced and more seriously a hollowing out of the hobby with the closure of several specialist UK suppliers and kit manufacturers with a potentially serious impact on people who intend to model Irish railways in the steam or transition era. Its unlikely that it would be financially for IRM or MM to produce a representative selection of locos and stock required to operate a CIE 'transition from steam" era layout set during the 1950s while it may be viable to produce a C Class, AEC Railcar set with 1953 Buffet Car, Open Second, Side Corridor, Brake Second, a Park Royal, Laminate coach (post 1956) (3 different types), its unlikely that it would be economic to produce vehicles ran singly (demand 1-2 per customer?) such as BR BSGVs, Bulleid 4w vans. The Steam era opens up its own unique rabbit hole while wooden bodied GSWR/GSR side corridor coaches and Bredin stock were fairly widespread, ex-CBSCR, DSER and MGWR coaching stock were still in widespread use on their sections into the 1950s, MGWR Post WW1 Corridor coaches (most comfortable 3rd/2nd Class coaches in Ireland) were also used on GSWR mail line and Midland 6w scattered far and wide, but seldom appearing in solid trains of 6w stock. Locos open up a whole can of worms passenger trains were largely hauled by pre-amalgamation 4-4-0s until replaced by diesel railcars or locomotives from the mid to the late 50s. GSWR-5 Classes large 4-4-0, 3 Classes small 4-4-0, MGWR 3 Classes large 4-4-0, 1 Class small 4-4-0, 1 Class 2-4-0. The GSWR, MGWR and DSER each had their own "Standard" (J 15 size) and large Classes of Goods Locomotive. What about Tank locomotives, what about the Great Northern, the NCC, BCDR and dare we say it SLNCR with its unique sense of uniqueness.

JMRI Operations Pro is now generating longer trains after after some fine tuning to the Locations menu ( basically you have to add an additional 2' to the length of each wagon when calculating siding capacity). All wagons are individually numbered, so need for individual waybills or car markers used with paper based systems. This afternoons Trip made up ready for departure: 1st Van 17113 destined for Track 4 at the rear of the traverser, 2 Opens with containers 10552 & 10568 for the Quayside siding, 2nd Van 17165 to the Milage road & Ranks 2 for the Grain silo. Train arrives at NorthWharf, 1st task is for the entire train to "set back" into the Fiddle Yard uncouple 17113 from the train before shunting to Track 4. In practice the crew would have parked the rear of the train and Brake Van on the Main Line while the loco shunted the yard. There is a good account of CIE goods and mixed train workings in a J P O'Dea IRRS paper on the final days working of the Farranfore-Valencia Branch, the Brake Van and most of the train was left on the main line while the C Class shunted Killorglin Yard. B125 propels 17113 under the overbridge to collect outgoing GSWR Covered 15253 from Track 4 15253 has been parked on the Main Line while B125 sets back into Track 4 with 17165 Track 4 is basically what American modellers describe as an off-scene industry a destination and source of traffic, possibly a warehouse or Granary or an oil depot if I can get my hands on some decent tank wagons! B124 has picked up the two vans and opens and is now preparing to shunt the Wharf Road while Ranks 2 & the Brake Van continue to wait on the main line. Push & Pull B125 has moved 3 vans that were on the Milage Road/wharf headshunt to the main line in order to position Opens 10552 & 10568 on the Wharf Road The crew are not exactly happy with the extra shunt needed to separate 17165 from 10552 and 10568 to position them on the Wharf Road. 125 has moved wagons with outbound traffic Grain 16404, Ranks 2, Vans 17165 & 17121 to the Loading Bank road to clear the main line and loop for the run round move and draw the remainder of the train into the yard. B125 has uncoupled from the train and is preparing to run round. As a timesaving move B125 coupled to Ranks 2 & the Brake Van running round by the loop positioned Ranks 2 at the Silo and the Brake on the Main Line clear of the loop turnout. B125 has shunted the outgoing wagons onto the van including 15253 and is preparing to set back with 17165 to the Loading Bank Road 17165 positioned for loading/unloading with 17012 placed earlier in the week I am planning a loading bank in this area with a canopy for loading bagged mill products. Complete train made up and ready to depart. Hopefully I will make some progress in completing the distillery buildings, retaining walls and over bridge during the holidays, they have been in a hiatus for the best part of 10 years.