Mayner

Possibly BNM Moss Peat from Coolnamona or Kilberry for export through Waterford. Export peat from the two factories was an important traffic until BNM switched to road transport during the early 70s. The traffic was important enough for CIE to re-lay a section of the Portlaoise-Kilkenny line to serve the new Coolnamona factory after the main line was dismantled following closure in 1963.

Visiting relatives and friends in the States at the moment, not much time to go walk-about/railfanning, but found time for some train/railroad photos while visiting my father-in laws home thursday last. An SW ?? and a cut of grain hoppers Kindred North Dakota. The Valley area of ND retains a dense network of branch lines to serve elevators in small Towns (railroad depot/yard) in this rich agricultural area. Kindred is on a former Northern Pacific line spun off by the Burlington Northern to the Red River Valley and Western a shortline that operates over 500 miles of track in North Dakota and Minnesota https://www.rrvw.net/. The RRVW basically operates as a feeder system to Burlington Northern Santa Fe at an interchange at Beckenridge MN on the former GN Main line from St Paul to the Pacific Coast. The SW appears to have been used to switch cars for loading at the elevator, most likely with grain stored (waiting for the price to increase) since last years harvest. Civic pride runs high in small cities (town or village) with mown lawns and roadside berms although homes and buildings in the CBD can be somewhat run-down. Fairmount ND. My father in-laws home town in South East ND close to the border with Minnesota and 10 miles from the border with South Dakota, a relatively prosperous city of about 500 folks and agricultural service center and one time railroad crossroads of the SOO (Canadian Pacific)main line from St Paul to the Canadian Border and the Milwaukee Road Fargo branch and junction with local shortline Fairmount and Veblen SD. Fairmount ceased to be a railroad crossroads following the abandonment of the Milwaukee Road Fargo branch during the 1900s, though some local trackage still exists to serve local industry, likewise a section of the Fairmount and Veblen exists to serve an ethanol plant and a elevator at Rosholt SD. The most significant change that has taken place during the past 20 years is the conversion of the Canadian Pacific (former SOO Line) from Track Warrant Control (a modern version of Train Order and Telegraph) to CTC with power signalling. Previously "Dispatchers" (train controllers) at a number of locations dictated Track Warrants/(Train Orders) to Train Crews using a two way radio system, (trains were required to be stationary while receiving orders). This was basically a modernised and simplified version of Telegraph and Train Order which existed before the widespread introduction of 2 way radio, where a Dispatcher transmitted a Train Order by telegraph or phone to a station "Agent" roughly equivalent to a signal man, who in turn handed the train crew a written copy of the Train Order and operated the distinctive Train Order signals. TWC was a boon to railfans listening in on a scanner for you knew what train to expect, loco no, sometimes locos crew and work taking place along the line! SOO line ceased to exist as a separate entity in the early 1990s, though locos and freight and service stock continued to operate in SOO colours into the mid 2000s. Didn't get to see any trains while in Fairmount though had a look around town. Fairmount looking East towards the Minnesota State Line and the Bois De Sioux River. First Europeans to have settled in the area were likely to be French Trappers though Vikings may have visited earlier. With the coming of the railroads settlers were mainly Scandanavian and German farmers who were already used to long cold winters. Track nearest the camera laid with ribbon rail and Pandrol clips is the main line, second track for local switching moves. During TWC days trains seldom crossed at Fairmount the second track was usually used for storing long trains of empty grain cars. Fairmount looking West. Track closest to camera typical North American construction with baseplates and spike fixing. Tall switch stand on switch (point) to yard tracks (at lower level) serving elevator and local industry trackage. Stand with scoop and brush for removing snow from toe end of switch to left of switch stand. 1st (possibly original) Elevator. A fairly typical set up with the original steel clad elevator, (possibly timber) flanked by grain bins on both sides. The elevator companies basically acted as brokers buying grain (cheaply) from farmers, to store in anticipation of a price rise before selling on the market, sometimes elevators were owned by a farmers Co-Op in the hope of returning the profit to the farmer. Looking East toward Elevator 1. The track on the far right is a local industry track which serves fertiliser and propane depots. Mid Town? There was a large dilapidated house with a vegetable garden in this area when I first visited Fairmount in the early 2000s, the curving track on the right is the spur to the fertiliser and propane depots. Fertiliser Depot. This area was developed during the last 10 years, The gantry arrangement over the track on the right is likely to be a safety harness anchor point for people accessing the roof walkways of covered hopper cars, the tank cars on the left may be transporting liquids (oil,mollasses?) to the tanks on the right of the photo. Propane & Ammonia Depots. Used both as a fertiliser and for mould control anhydrous ammonia is supplied in small bulk tanks for use on farms. A Trackmobile is used for switching tank cars containing anhydrous ammonia. https://www.trackmobile.com/ West end of town looking East! Elevators 1, 2 & 3 appear to be owned by three separate companies, so three separate grain shippers in one Town. The gantries over the tracks in the center section of elevators 2 &3 are safety harness anchor points, so its possible the Elevator 1 no longer ships grain by rail. Grain cars have to be positioned under the loading chutes/discharge points at an elevator during loading/unloading, sometimes a locomotive, Trackmobile, tractor or a loading shovel or gravity is used to position cars during loading. A loading shovel tends to be a favourite for positioning cars at smaller elevators, readily available without the cost of hiring a loco or trackmobile. Fairmount West End, Flour Mill. Possibly Fairmounts busiest industry the Mill both receives grain and dispatches flour using different types of freight car. Grain hoppers (on left) discharge by gravity , flour is transported in pressure differential hopper wagons https://www.progressiverailroading.com/railproducts/product.aspx?id=86 CP & RRVW at Fairmount Although Fairmount is on a CP line, its industries are mainly switched by RRVW trains as a result of a trackage rights agreement dating from the 1950s. The SOO and GN operated parallel lines for approx. 30 miles across MD and ND up to the mid 1950s when the GN abandoned its line and obtained trackage rights over the CP including the right to serve Fairmount. CP trains over this section tend to be run-through freights to and from Canada and its West Coast ports, the RRVW carrying out local freight work.

A bit of self-promotion JM Design produce models of the 1917 Open Wagon and Van in later GSR/CIE condition in CKD (completely knocked down) form. The principal differences are that the Open is on a later GSR design of underframe with open W Irons and both types of wagons are fitted with heavier self contained buffers. If anyone is interested I can supply the Open Wagon body with the GSWR van chassis for modellers interested in reproducing the opens supplied with "plate back axleguards" by Metropolitan and other builders to the GSWR, Bandon, Midland and other Irish companies following WW1. High quality spindle buffers with blackened brass heads are available from Dart Castings in their MJT range,

There is a lot to be said to be starting with a clear slate, starting a new layout/totally different from your GSWR and MGWR modelling Although I made a number of fresh starts, I always find it difficult to let go the (clutter) of the past still holding on to my American N gauge, British outline EM collection over 15 years since I was active in those scales, while I struggle to find time for my 4mm Irish and large scale American modelling. The forthcoming Accurascale "Buck" has me tempted to get rid of my Irish stuff and model an East Anglian coastal byeway minimum space shelf layout, big sky background single loco, 1-2 ex-GER Tram coaches, doz open wagons and vans, some Peco Bullhead track and points Will you be continuing in O or down-sizing to 4mm/OO?

Part 3 of what I presume is Stephens article "GNR (I) Steel Carriages: Others" appeared in May 2023 New Irish Lines (received yesterday in New Zealand) a fitting memorial to his work as a railway historian.

Been there dropped models, made a mess of the paintwork, one of the greatest advantages of brass or other metals unlike plastics and card is that you can almost always save the model.

Look like a model of one of the four 53'Tri-composites of 1900 the first MGWR bogie coaches introduced as 'through coaches" for trains from Broadstone to the Western Branches, initially would have run with 6w stock. Drawings prepared in 1897 coaches incorporated many Atock design features including window shape and paneling, quite different in design and outline for the 1902 Dublin-Galway Limited Mail Very nice models of a distinctive prototype built using traditional scratchbuilding techniques.

Its possible the GSWR had a small number of cresote tank wagons for treating sleepers. The MGWR originally bought a pair of rectangular tank wagons for transporting cresote in the early 1900s and later replaced them with a pair of cylindrical tank wagons in the early 20s. Both rectangular and cylindrical tank wagons would have been standard types bought from one of the large British Wagon Builders.

Exploration for the "Tara Deep" mine was severely disrupted by flooding last year and which may be a factor in the decision to mothball the mine. The mining industry are past masters at manipulating governments to their own advantage. Every 3-4 years the New Zealand Government and Rio Tinto get into a ritual standoff over energy costs for Tiwi Aluminum Smelter in Southland, with Rio Tinto threatening to pull out and the Government claiming it cannot afford to continue subsidising the smelters energy costs. Public opinion is turning increasingly against the Government subsidising of the smelter as a very expensive way of supporting 1,400 jobs. https://en.wikipedia.org/wiki/Tiwai_Point_Aluminium_Smelter

Sorry to hear of Stephen's passing, his contributions to the Newsgroup will be missed.

Not convinced its Wexford the South Eastern not a usual routing for bulk cement trains. Bedford TK with a tail lift is a must for late 70s-early 90s layout. Hint Hint! Used for transporting 10' "Uniload" containers carrying sundries traffic (deliveries to shops, pubs deliveries, Castol Oil, motor parts, tyres, deliveries and collections from local businesses, smaller yards likely to have 1 TK with Tail Lift, larger depots a fleet.

Road transport lobbyists keep coming up with the idea of stringing cantenary over the highways and running electric and hybrid trucks. Apparently its been trailed in Sweden https://www.popularmechanics.com/technology/infrastructure/a21510/sweden-builds-the-worlds-first-electric-highway/ One bright transport 'expert" produced a report recommending using 'autononus" battery trucks for local delivery and collection that would be marshalled into "trains" that would "run under the wires" between marshalling yards in the major cities, recommending that railway lines should be abandoned.

Looking at my collection of T&D books, I have the D Bradford Barton picture album published during the early 80s and Rowlands, McGraths and Francis "Dingle Train" published during the mid 90s. The Dingle Train appears on the market for upwards of $45 including a UK seller looking for £68.50, Locomotives of the GSR (Colourpoint) for a similar amount. I no real plans to buy further railway books at this stage.

Before upgrading in the late 90s-early 2000s platforms at many intermediate stations on the CIE/IE system could only take 4 coach trains, the checker would go to the train asking passengers for the next stop to move to the front of the train, Clara and the majority of stations Mullingar-Sligo come to mind. If you are modelling the Liner Train era do you? (a) unload kegs and containers (with a 7t Forklift) while the "Liner" is waiting on the main line and use the goods loop/siding for exclusively for unloading Bagged Cement and Trainload Fertiliser traffic the practice at stations such as Mullingar, Roscommon and Boyle? or (b) is there sufficient traffic to justify a 25t forklift for container traffic and load/unload the train in the yard clear of the main line as practiced at stations such as Ballinasloe or Tralee, or (c) backdate to the 60s/70s and run traditional loose coupled goods trains and handle all types of goods traffic in the yard. While long passenger and freight train are impressive if you have the space, its a lot easier to model the pre-80s era railway steam or diesel in a restricted space, a watching trains go-by double track tail chaser may be a better option than a single track country station in a restricted space

There was an interesting piece on Hydrogen as the "Holy Grail" in the June edition of "The Linesider" a NZ railfanning magazine. https://www.nationalrailwaymuseum.nz/shop/the-linesider/ One of the editorial team attended a presentation on a hydrogen powered commuter train built for San Bernadino in California while visiting the Stadler plant in Valencia in connection with an order for new diesel electric freight locos for New Zealand. One of the main take-aways was that while a hydrogen powered train works and has zero emissions, the overall process is not very efficient or very 'green' in many countries taking a lot of electricity to make H2. The article commented that it was probably worse taking an electric train to work than a car in countries like India, China or even the States where the majority of electricity is generated from coal. Straight electricity and battery work out more efficient in terms of energy efficiency than hydrogen mainly as a result of the energy losses of making hydrogen through electrolysis (30%) and 10% compressing the hydrogen into a fuel cell. Austrian railways worked out that hydrogen trains would be no cleaner than modern diesel trains with almost a third of their electricity generated by coal. In Germany hydrogen powered trains would have twice the carbon footprint of diesel with half of their power coming from coal and gas. In practical terms a 40' container of hydrogen could power a multiple unit for days, but a heavy freight train for 3 hours. In terms of batteries 150Km appears to be an achievable range, not dissimilar to the achievement of the Drumm Battery Train with its Dublin-Gorey & return 1934 demonstration run for the Government and press (topped up at Gorey and Bray on return) Standler San Bernadino unit is of a modular design allowing the H2 fuel cell/power pack to be swapped out for a pantograph and transformer, a battery pack, a diesel genset or a hydrogen-fueled IC engine, Standler locos are modular design including tripple mode Class 93 for the UK 5400bhp electric, 1200 hp Caterpillar diesel and 540hp battery pack While NZ generates a high proportion of its electricity from renewable sources (hydro-wind-geothermal) its still dependent on coal and gas for peak loading. With nuclear energy taboo, I wonder how Ireland stacks up in terms of renewable energy generation

Decorated model of 15653 as an example of the standard of prints from our new supplier. Although the painting was a bit of a rush job, the surface detail is nicely re-produced on all four sides of the wagon body with little of the tell-tale signs of 3D printing. The body on this model was printed in what's described as a "tough-resin" the chassis in an ABS-like Resin which appears to have similar properties to our original print output.

Finished glazing the ex-GSWR coaches including the birdcage lookout and skylight in the luggage compartment, so to pose a train I still have to add vacuum and steam pipes, ducket lamps and couplings, but unlikely to happen for a long time. Next in line is to fit glazing and gangway end covers to a rake of Bulleid Vans I assembled 2-3 years ago, then assemble some MGWR 2-4-0s out of the pile of scrap/part built kits lurking in the background behind the Bk3rd!

Its a bit rich with the local politicians expressing their 'shock and disappointment' at the news that Boliden is to 'temporarily cease' production and exploration at Tara. Closure of Tara mines has been on the cards for the last 15 or so years, at one stage it was estimated that the mine would be exhausted by 2010, recent exploration (Tara Deep) and re-working of the original ore body was estimated to extend the life of the mine into the mid 2020s. The same politicians should have been looking for the past 20 or so years for alternative industries to replace the mine.

Glazing the GSWR 6 wheelers something I had been dreading, but turned out quite therapeutic. For some time I had been dreading glazing the 6wheelers (and CIE) Van, but had to bite the bullet in order to start/complete an more urgent project. Glazing the 6 wheelers is challenging because I had already fitted the interior partitions and the drop-lights are glazed separately from the quarter lights and the roof securing bracket gets in the way! 1st 3rd Composite coach. Originally an all 1st re-classified by the GSWR to a 1st 2nd and re-classified by the GSR following the abolition of 2nd Class on the former GSWR system during the late 1902s. Legroom is a lot better in the 3rd Class compartment in this coach than original GSWR 3rd Class compartments! A trick of the light the floor is grey not blue! I attempted to model the matchboard panellng above the seatbacks with Evergreen planked plasticard, but 3 layers of plastcard were too thick for the Brake 3rd! I didn't get to the stage of adding landscape photographs or 'no spitting' signs! While the quarter lights are fixed in place with superglue, I used double sided tape to locate the drop lights! I mislaid some of the seating while assembling the Brake 3rd so added afterwards. The main lesson from the build is to complete the exterior and glaze the interior before fitting the interior to the next batch of coaches!

Finding suitable rtr donor chassis for an Irish loco steam or diesel has always been challenging and involved some form of compromise. Irish steam and diesel locos tended to be smaller than their UK equivalent, coupled/bogie wheel base tended to be shorter, there were even significant differences between superficially similar locos like the NCC/LMS Castle and LMS 2P 4-4-0 Classes. A-001 Class Diesel modellers originally used Continental Liliput bogies for the A Class because they had the correct unequal wheelbase and more importantly the bogies and bogie wheelbase on available BR rtr 4mm locos were too long, the Lima Deltic (shorter than scale) bogie became a cheaper/more easily available option for the A and B101 Class after Lima introduced its OO range of locos and stock during the 70s. One modeller scratchbuilt 001 Class with plasticard bodies with a scratch built brass chassis with rubber-band drive similar to contemporary Athearn American locos. The rubber band drive locos were fast, reliable and good hauliers C-201 Class During the 70s modellers used to kitbash the C-201 class in OO and N Scale from a Rivarossi Italian Fiat 342 Bo Bo Diesel. Modifying the cab windows and blanking out some of the porthole windows.http://www.rivarossi-memory.it/english_version/Riva_Italian_Locos/Riva_D_341_Fiat_Eng.htm Model Irish Railways and Q Kits Hugh Mc Nally"s MIR and Mike Coles Q-Kits resin kits helped to popularise Irish 'modern outline' modelling during the 80s. MIR originally produced its B121 and B141 loco kits as complete kits including wheels gears and motors and bogie sideframes. Q Kits were available with the option of a complete kit with motor and gears or a body-line kit with bogie sideframes. The MIR B121/B141 power bogie was designed around and available motor and longer than the prototype. MIR later supplied the loco kits as body only during the 1990s before re-tooling in resin before discontinuing the locos kits during the early 2000s Athearn Chassis for MIR & Q Kits. The chassis from Athearn 'Blue Box" locos became a popular option for motoring Irish diesels from the 90s though apart from the SW-1000/1500 chassis it was not a drop in option, because the Athearn Chassis are usually shorter than the Irish locos. The exception was the IE 201 Class where its necessary to extend the frames of an SD45 when building a model of the Irish locos. I used the motor, driveshafts and bogies/trucks from an Athearn SD7/9 with a new brass frame retaining a single flywheel to motorise a MIR whitemetal 001 Class and the mechanical parts from an Athearn GP7/9 with a brass frame to motorise a MIR B141, the SW Chassis would have been too short for a B141/181 I picked up a model of 211 assembled from a Q Kits body on a modified Athearn F 7/9 chassis and passed on a similar 071 to my regret at a swap meet in Dublin about 20 years ago, the builder had done a nice job in assembling, detailing and weathering both locos. The builder had grafted the original Q Kits bogie frames on to the Athearn sideframes and added steps. Although retaining the Athearn casting the builder has shortened the frames and moved one of the bolsters to fit the F7/9 frame in a C Class Re-located bolster at one end, personally I found it a lot easier to fabricate a new set of frames and a motor cradle from KS metal Although she did some exhibition running in Ireland 211s is and likely to remain a shelf queen. Other Scales I kitbashed a pair of N Scale SW1500s into B121 Class and fitted a scratchbuilt B141 plasticard body to a SW1500 chassis during the late 70s/early 80s as near-enough conversions for Irish locos. Steam In my experience its more hassle than its worth trying to build an Irish steam outline loco on a British Outline donor body, its a far better option to develop the necessary skills by starting with a simple kit (even if its British outline) or better still one on the Alphagraphix/Tyrconnell O Gauge kits. I honed my skills assembling British Outline diesel shunters after getting bogged down trying to build an Irish outline steam loco on a rtr donor chassis and early scratchbuilding attempts.

Try contacting Branchlines directly sales@branchlines.com or ++44 (0)1373 82 22 31. The Tralee and Dingle 2-6-0T kit and Isle of Man loco kits were listed in their March 2021 catalog/lists.

Although originally introduced for use on the Valencia and Kenmare Branches, the GSWR 33 Class 2-4-2T appear to have been the mainly used on Cork-Cobh and Cork-Youghal passenger trains which would have required smart working. The 2-4-2T were basically a tank engine version of the "Kerry Bogies" same driving wheel diameter, boiler, cylinders and motion.

The Donegal Articulated railcars appeared during the early 90s, I assembled a model of Railcar 14 over Christmas in Ireland in 93, I was living in Scotland at the time and Glasgow Airport security inspected the un-built kit while flying out to Dublin and the completed model upon my return to Scotland. I moved back to the Home Counties 12 months later and picked up the newly introduced C&L 4-4-0T, brake vans and wagons at the Greenwich Narrow Expo, I bought another 4-4-0T and several more wagons before returning to Ireland in late 95 and spent most of my evenings in February-March 96 assembling them in Carrick on Shannon. I never had problems with back up support with Backwoods, Pete supplied a replacement layshaft for the railcar power bogie, the original was too short. The most annoying thing about the kits was that the wagon/coach wheels were supplied loose and had to be fitted to their axles, the 2 stage drive to the railcar power bogies were fiddly to assemble but fundamentally sound, the gear-box in the C&L 4-4-0T used modified Graham Farish N gauge gears and ended up replacing the gearboxes in both my locos with Branchlines Slim-line Gearboxes to achieve reliable slow speed running, I also managed to wreck the Farish worm on one of the locos.

The mixed gauge wagon turntable was used for swapping the bodies of "Tranship Wagons" an early form of "Swap Body" between the broad and narrow gauge, the underframe of a narrow gauge Tranship Wagon" is on one of the turntable roads. The narrow and broad gauge tranship wagon underframes were fitted with rollers and drop down end posts to allow tranship wagon bodies to be transferred from the Broad to the Narrow Gauge and vice versa. It looks like the Donegal mainly used containers (its own and GNR) for through traffic travelling "under bond" through Northern Ireland converting redundant coach underframes into bogie container wagons a good 20 years before CIE introduced bogie container wagons! The CDR & GNR only appear to have had a small number of Tranship wagons, one of the main tranship traffics from the narrow to the broad gauge appears to have been road stone in open 'Tranship wagons".

Love the backscene. I basically have a cat flap (side hung) arrangement to link the G gauge storage tracks in the garage to a large oval around the garden, has given me somewhere to run trains for the past 15 years The garden railway fraternity tend to operate year round regardless of location or climate with a large following in the UK. Garden Railway Specialist, Princes Risborough is well worth checking out and highly addictive https://www.grsuk.com/