Mayner

Fyffes became an Irish company after the takeover of Fruit Importers of Ireland. Interestingly CIE transported Fyffes? bananas imported through Cork Port by rail to Dublin at some stage during the late 60s/70s. Remember reading an article on CIEs traffic in the staff newspaper "Nuact" nothing on the actuial hardware used Possibly CIE or even Fyffes Insulated containers on contemporary 4w flats or covered vans at a stretch.

Its good to see a modeller scratchbuilding a chassis for al loco like D2 rather than attempting to use a rtr power bogie or chassis. The High Level motor and Quad-Driver should result in a reliable smooth running chassis.

As far as I recall: My experience is mainly based on travelling and watching Howth-Bray trains and the odd journey on Connolly-Drogheda services during the mid-late 70s. 1. The Dublin based Push Pull sets were based and maintained at Fairview (ex GNR Railcar Shed) until transferred to Connolly Shed during the late 70s in connection with the DART works. The Push Pull sets were turned on the triangle at Limerick Junction in order to position the loco at the North end of the train so it could be serviced inside Connolly Shed. 2. AEC Push Pull sets were exclusively worked by B201 Class up to the late 80s when 121 Class took over the working the Greystone shuttle with the remaining Push Pull set. The 201 Class were the mainstay of Dublin Suburban workings until 141/181 Class took over Outer Suburban workings around the same time as the opening of the DART 1984? 3. Push Pull sets mainly worked Howth-Bray-Greystones services, though its possible that they may have worked to Drogheda or Dundalk. Some push pull sets were withdrawn during the late 70s early 80s as CIE struggled to maintain Driving Trailers and Connector cars to keep the sets in service as the stock became increasingly decrepit. Outer suburban services are likely to have been conventional mostly early 1950s Inchacore built coaches and Laminate coaches until Park Royal and Craven coaches were cascaded onto suburban and branchline duties following the introduction of MK3 stock from 1984/5 onwards. 4. Fairview and later Connolly and Bray loco depots seem to have been the main bases for Push Pull workings. The set in the 1974 Gormonstown crash was a Connolly-Howth empty working that was diverted at Howth Junction after the train ran away (without driver) from East Wall Junction and collided with a Connolly-Drogheda AEC railcar working.

Argadeen appears to be in GSR post 1929 condition with "Imps" boiler, though looks very pretty in lined green. I seriously thought of getting rid of my 4mm stuff and building an O Scale T&C layout several years ago, 1-2 locos, 1-2 coaches available as kits and 10 wagons and an easier scale to work in than 4mm when your getting on a bit! .

The train would have run as a loose coupled unfitted (handbrake only) formation, the 20T flats are likely to have been 25436-25983 Series 20T Flats with steel floors introduced in the mid-1960s or 27101-27278 skeletal flats introduced in 1970. Fitted stock can be run with the vacuum or air brakes isolated, "modern' fitted wagons like the cement bubbles and container flats often ran in loose coupled goods trains until CIE went over to fully fitted fixed formation liner train operation during the mid-late 1970s. The second Brake Van was likely to have been worked South to Claremorris or possibly Limerick for operational convenience. The Burma Road was operated as part of the "Southern" up to closure with Limerick responsible for allocating locos and brake vans for the Limerick-Sligo and Limerick-Claremorris good trains. There is a good account of the final days operation of the Burma Road and other lines closed on the same day in the February or June 1976 IRRS Journals

The LNER classification system seems to have originated on the Great Northern Railway (England!) under Henry Ivatt (ex-GSWR man) as CME. GSWR introduced a similar "Inchacore Class" system in which the 213 Class 0-6-2T t received the classification "I" It looks like the "Inchacore" system was introduced following J R Bazin's (an ex-Doncaster man) appointment as GSWR CME in 1920 his powerful 500 Class 4-6-0s are designated B1 while to older inside cylinder 362 Class 4-6-0s were classified as B3. The 'Inchacore' system was modified following the 1925 amalgamation with some classes re-designated subject to reflect tractive effort 341 "Sir William Goulding" the GSRs most powerful 4-4-0 was re-classified from D3 to D1 and the 333 Class Rosslare Bogies re-classified from D1 to D2,3,4 and the two 213 Class Banking Tanks re-classified from "i" to I1. The tiny McDonnell 0-6-0T 90, 99,10 were re classified from J13 to J30. The main theoretical benefit of the GSR system is that it would have allowed motive power planners who were unfamiliar with locos from different pre-amalgamation companies to identify and allocate locos to meet traffic requirements based on wheel arrangement and hauling power. In practice the Southern, Midland, South Eastern and West Cork systems continued to operate as separate railways under common ownership, retaining pre-amalgamation motive power and operating practices to the end of steam. The main exceptions were GSWR D4 4-4-0s and MGWR G2 2-4-0s taking over passenger duties on the South Eastern as a result of Civil War casualties and the indigenous motive power wore out, occasional swapping of GSWR & MGWR 4-4-0s on Nenagh and Sligo Road passenger services and the long term loan of ex-MGWR 0-6-0s for the Waterford Area Beet campaign.

I saw one grey (double skinned) van apparently in service in Westport Good Yard in 1975. Was on holidays with my parents and did not get a chance to check out the station or yard. The IRCH Standard Wooden vans like the ex GNR seem to have gone by the early 70s, quite a few grounded bodies floating around on farms and factories. The remaining GSWR/GSR steel framed planked version of the H Van seem to have ended up in Departmental service by the mid 70s at least one a long term resident at the Sheriff Street crossing end of the Dardanelle Sidings, the vans in Departmental service had a small window in the end.

it looks like the commemorative plaque from the water tower at Castlegregory Junction that was installed following road widening during the 1970s

The timber frames GSR Vans appear to be a double-skinned or insulated version of the standard IRCH Covered Wagon intended for "perishable" traffic such as bacon or butter traffic. 16586 is basically a doubled skinned version of 15903 also a GSR built van A possible traffic from the Glenmore Co-Op? These vans appear to have been in traffic up to the Mid 70s until replaced by Insulated containers or the traffic was lost to rail

An interesting feature is the way 130s frames have been patched/reinforced around the driving hornblock. According to Locomotives of the GSR 130 was built in 1902 and received a Superheated boiler in 1947 but retained her original frames unlike some superheated J15s including 186 that were re-built with new heavier frames between the 1920s and early 40s. The reinforced hornblock arrangement is not unlike the arrangement on the SSM J15 kit where the dummy frames (modelled as part of the superstructure) between the front buffer beam sit outside and slightly overlap the (functional) loco main frames. This allows the kit chassis to be assembled to OO or 21mm gauge, while retaining the cosmetic dummy frames in the correct position with the cylinder covers visible in the space between the bufferbeam and smokebox front a distinctive feature of the Class. According the Irish Metro-vick Diesels B234 was re-built with a Maybach engine in Dec 1965 which is likely to date the photo in 66/67. There is a 1969 photo of B233 (rebuilt in May 66) in Black with a yellow warning panel a double heading the 10:00 with B192 Sunday Connolly-Limerick, its possible B233 with its commonwealth bogies was steadier/more comfortable at speed than the Baby GMs.

Some activity in the Carriage Shops completing some unfinished projects Tin Vans started between 2012 and 2020. Fitting Kadee No36 couplers to a Heating and Luggage Van, the best way to achieve close coupling with the JMD 4W vans. The van is the original test build with 3D printed gangways assembled in 2012. The vans were designed with a coupling mount for a No 36 coupler, no messing about with NEM pockets! The coupling mount, Kadee draft gear box and securing nut and washer is completely concealed within the fuel tanks on these vans The orange peel paint effect is less obvious at normal viewing distance! Retro-fitting the battery boxes and footsteps to the test build of the MK2 version of the Luggage Van. I made an error in the battery box CAD work for the MK2 version, the main reason for a test build before producing the production version. I am not sure whether its a better option to try and make good or strip the existing paintwork and start again!

Best option may be to post your question on the origin of the model on Model Engineer Forum https://www.model-engineer.co.uk/forums/, Bassett Lowke is currently Hornby Hobbies brand name for its steampunk range, the original Northampton based company was dissolved during the 1960s, Corgi used the brand name for the Chinese 'replica" BL O Gauge mogul released in the early 2000s

Internationally rail freight terminal facilities (& sometimes rolling stock) are usually provided and funded by the shipper (customer) rather than the railway operator or funded by Government. Locally Hamilton (similar population to Cork) has two operational and two planned (one under construction) railfreight terminals. One terminal opened in 2005 basically operates as a warehousing facility and distribution hub for the Upper North Island dairy industry together with handling general freight traffic handles in excess of 800,000 tonnes of freight annually https://www.waikatoregion.govt.nz/assets/PageFiles/19549/EWDOCS_n2044488_v1_Fuel_Efficiency_Impacts_of_Fonterra_s_Crawford_St_Dairy_Freight_Hub.pdf. The second operational terminal serves a Mainfreight distribution depot with siding capacity for 16 bogie wagons. The third terminal under construction will serve a new Inland Port the Ruakura Superhub a development by Tainui Group Holdings the commercial arm of the Waikato Tainui Iwi (Nation) https://www.ruakura.co.nz/ The fourth terminal proposed terminal with siding agreement to serve the Northgate Business Park The Open Country Dairy plant and Port of Auckland Hub. https://www.northgatepark.co.nz/location/ Its difficult to see similar developments occurring in Ireland mainly as a result of the nature of Ireland's industrial development and shorter distance between industrial centers and the ports. Its difficult to imagine Kerry Group or Glanbia establishing a rail based distributions system to export cheese or milk power by the trainload from its processing plants to Dublin, Cork or Waterford Ports, despite Brexit its likely to be more cost effective to serve UK customers by road and Ro Ro ferries than by rail.

Transit times to Ireland and An Post customs clearance appear to have improved significantly since this thread 1st opened. We recently shipped an item (from New Zealand) to a customer in Ireland in exactly 7 days including Customs clearance. While some of the larger UK retailers such as Hatton's export items to the EU Vat paid, its not a viable option unless a business has a high volume/value of export trade to the EU. Some of the smaller specialist UK suppliers are not registered for UK Vat because of low business turnover. As a small retailer I looked at the option of offering a DTP (delivery and tax paid) >$150 & IOSS (import one stop ship) <€150.00 service to customers in the EU and UK, but it actually worked out cheaper for the customer to pay the An Post (or Royal Mail) fee and Vat upon arrival than up front in the purchase price, as a result of higher admin costs.

Train C Fry Model Locomotives of the GSR Clements and Mc Mahon. Train D Locomotives of the GSR Clements and Murray. Rounded cab ends appear to be a common styling feature on pre-War 'Streamlined" railcars in both Europe and America including the LMS Articulated Diesel Train https://commons.wikimedia.org/wiki/File:LMS_Diesel_Multiple_Unit_80000–80002.jpg, the Flying Hamberburger and American Car and Foundry "Motor-Railers.http://www.northeast.railfan.net/images/nysw1006.jpg I wonder whether the original streamlined design of Train C and D was intended for a prestigious Tourist Train?, CIEs included a luxury diesel railcar "Tourist Train" as a priority in their original dieselisation proposal (1946). Train A or B successfully completed a VIP special from Amiens's St to Gorey and retrun in the early 30s, so its possible the concept could have been extended to longer distance such as Kingsbridge-Killarney with charging and top up points en-route.

Inter-Company rivalry was a serious matter and loyalty to the old companies survived amalgamations and nationalisation. There is a great story in one of the 1970s/80s RPSI Journals about the "Great Race" between GSWR & DWWR Waterford-North Wall cattle specials shortly after the opening of the DWWR Waterford Extension in the early 1900s. The two trains were made and apparently departed Waterford Yard (simultaneously) in different directions, the GSWR special hauled by 101 Class (Standard Goods) 184 , the DWWR train hauled one of the companies recently introduced "Standard Goods" possibly No 13 (Waterford) or 14 (Limerick). The GSWR special arrived at the North Wall before the DWWR special (not really surprising given the longer more heavily graded DWWR route and two reversals to reach its destination). The GSWR & DWWR drivers did not depart on exactly good terms threatening violence if they ever met again. Twenty or so years following the GSR amalgamation with Waterford and Grand Canal Street sheds in the same promotional area the former GSWR Waterford driver and DSER rival met and put their differences aside as a result of an invitation from a son or daughter to meet the parents.

It might selling as a whole particularly if it operates reliably, the basic scenery and trackwork looks good The styling and track plan looks like a classical compact American "Wild West" layout scheme like John Allen's original Gorre & Daphetid https://www.trains.com/wp-content/uploads/2020/10/first_g-d_line.pdf Would look great with American Western style buildings and trains, Rio Grande and Santa Fe are spot on for the scenery

Setting the scene North Wharf 1953-73? I still haven't gotten around to doing anything further with structures and detailing, but with 59 complete I might actually get round to doing something, so I though it would be fun to ring the changes during the last two decades of North Wharf's operation. Fine tuning No 59 after painting and final assembly particularly balancing the loco to take a reasonable load took longer than expected, the train in the video is the longest that will fit in the Fiddle yard/hidden staging. Late 1950s/early 1950s shot of 59 arriving at North Wharf with a trip working most of the wagons in GSR/early CIE dark grey. Most likely a suitable tank loco or J15 was not available on the day or Inchacore or the loco is on a 'running-in" turn after attention at Inchacore. Mid 1950s with 553 providing the motive power, bit more variety in wagon livery with light and dark grey "company' vehicles and red Ranks Hopper. CIE demonstrated its sense of economy by re-branding 16404 with a Flying Snail and painting out the GS initials which "grinned" through after a few years service, model is based on a mid 1959s photo of the actual wagon. Shades of the Midland though the train should be a lot longer as 378 enters the yard at North Wharf. I bought the Woolwich on e-bay from a seller/dealer in the States about 15 years ago, the loco was supplied unlettered from Bachmann's "Irish passenger train set produced for the US market. I numbered the loco with HMRS (Historic Model Railway Society) Sheet 4a LNER Yellow Locomotive and coach lettering, the yellow loco numbers appear close to that used by CIE during the 1950s. Final days? B125 arriving with a trip working late 1960s, with a near monopoly in surface transport CIE closed many of its smaller yards and private sidings during the late 1960s essentially using rail for line haul work between major railheads and the Boards road services for local deliveries. I looked at a Liner Train scenario with North Wharf handling container traffic, but gave up the fiddle yard staging was only capable of handling a loco and 2 42' 9" flat wagons. A 70s might have been had a small GSWR 4-4-0 survived in working order into preservation. 3-4 Coaches was likely to be the practical limit for these locos which were less powerful than the all-round J15 with smaller boilers and cylinders.

I like the use of different building materials from different periods, though my first thoughts were of the Welsh Narrow gauge places like Corris and Pendre Works on the Talyllyn very compact but a lot less uniform. I like the simple self-contained? passenger line in the background in contrast to the more complicated shunting/shuffling movements around to loco shed and stone loading building. I once operated a UK industrial Ironstone layout and sent out 'real stone' loads (Woodlands Scenic large ballast), challenging but great fun to operate at home and exhibitions

Achieving sufficient clearance between the coupling (grey) and connecting (red) rods outside the leading driving wheels may be challenging, on the prototype both coupling and connecting rods appeared to be the same or a similar length. This may be less of a problem with a narrow gauge loco using a rtr OO gauge chassis than a scratchbuild chassis with closer to scale running clearances. OO Gauge RTR chassis are designed with increased running clearance to reduce the risk of valve gear binding and run round small radius concerns The best option would be check whether its feasible to move the existing cylinder assembly closer to the driving wheels, before carrying out any modifications to the chassis. The 2-4-2Ts were 2 cylinder compounds the cylinder on the right hand side of the (going forward) loco were substantially larger than the cylinder on the opposite side., the Hornby Adams cylinders can be disguised/covered up with plasticard wrappers to look closer to the prototype. If your really adventurous the Hornby Fowler 2-6-4T valve gear looks very close https://www.petersspares.com/hornby-x1283-2-6-4-fowler-tank-valve-gear-left-hand.ir to the S Class gear, the Hornby Fowler gear and cylinders may be an option if you can locate a 'dead" Hornby Fowler or source the spare parts, Peter's only appear to have th LH valve gear in stock!

The characters and the Ulster-Scots really gives the layout a sense of place. I got the gist of Beccy picking up the Ulster-Scots language from the p.w. gang and being able to twist her Da around her little finger like most daughters. Could be time for West Cork/Kerry accents mixed in with a Munster Irish on JHBs Dugort Harbour. .

Not exactly stealing Clonsilla 1991 a bit more recent and closer to home when someone boarded 191 at the North Wall and sent her off at Notch 8 to de-rail at Clonsilla https://www.boards.ie/discussion/2056685307/locomotive-191-joyriding-incident

Patrick. 5.5mm-1 foot or 1:55 on OO Gauge track was basically the standard scale for modelling Irish 3' narrow gauge up to the introduction of OOn3 on TT gauge track in the 1960s. Sam Carse's layout of the County Donegal system and George Hannan's Killybegs layout were both in 5.5mm scale. I think the Killybegs layout and Sam Carse's locos on stock are on display in the Donegal Railway Heritage Centre. The scale also appears to be popular for modelling the Welsh 2'-2'6" Narrow gauge with an association & handbook http://www.55ng.co.uk/pdf/55Handbook2019.pdf It should be simple enough to build the loco and rolling stock bodies in plasticard and possibly persuade Worsley Works to produce the corridor coach sides to order in 5.5mm. Scaling up a OO chassis to a larger scale may be challenging, it may be a better option to start with an older Hornby Pug or "Nellie" 0-4-0T chassis rather than using a current 'state of the art" model such as a Hornby Pecket or Adams radial. The older UK assembled Hornby/Triang chassis while relatively basic are robust and suitable for upgrading with spare parts available from businesses like Peter's Spares or Hornby Triang Spare parts

An interesting point with Irish RTR manufacturers focusing on the post 1980-pre 2000 most likely because of a higher level of demand than earlier or later era's. It should be feasible to remove the s suffix without damage to the paintwork using T-Cut applied with a cotton bud. Before the introduction of MM & IRM highly detailed rtr locos during the past 15 years anyone wanting a model of an Irish Diesel either had to scratchbuild or assemble a MIR kits.

Almost a GSWR/GSR passenger train! 59 with JMD MGWR Horsebox and SSM GSWR 6 wheel coaches I managed to close the gap that opened up the running board and valence at the leading driving splasher and disguised the skull duggery with a minor paint touch up.