Mayner

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.

The International Meat Packers? plant was on the site of the DSER Grand Canal Street Works and was demolished and re-developed for apartments during the early 2000s. The plant was rail served up to the mid 1970s with a very short loop off the Boston Yard, remember seeing a couple of cattle wagons in the loop at some stage during the late 60s/early 70s The cattle pens only appeared long enough to unload 1-2 wagons at a time, IMP also had a Leixlip plant that received cattle from Hazlehatch and Leixlip stations during the same era. The Leixlip plant was demolished and re-developed as a Hewlett-Packard computer plant during the 1990s, the Irish meat industry building modern processing plants nearer the "growing areas". I expect that cattle to the meat plants would have arrived as individual or small cuts of wagons in scheduled goods trains rather than a train of cattle wagons like Fair or Shipping Specials that transported cattle 'on the hoof" to the ports. The cover photo in Barry Carse's Irish Metro-Vick Diesels features a 1973-4 colour photo of a very clean A20r dropping a cut of 6 cattle wagons off the 22:55 Cork-Kingsbridge goods in the cattle bank siding at Hazlehatch.

The point about refrigeration is an interesting one with a shift from exporting cattle 'on the hoof" to exporting frozen and chilled meat often by rail instead of cattle wagons meat was often transported in British Railways meat containers in open wagons, Oliver Doyle wrote about CIE operating special weekend goods trains to transport meat from the Clover Meats Waterford Plant to Rosslare Harbour, during weekdays the traffic was conveyed on British Railways Waterford-South Wales cargo services. Although some long distance cattle traffic remained into the 70s, Loughrea, Cork and Tralee to meat works in the Dublin area and Roscrea live stock traffic on the CIE system declined significantly during the 1960s, with 115 cattle wagons built in 1953 converted into Ballast Wagons in 1964 CIE appears to have captured the majority of the former SLNCR cattle traffic introduced a daily Sligo-North Wall shipper which also transported traffic from the Dromod meat processing plant. The UTA attempted to capture West of Ireland-Belfast traffic following the closure of the SLNCR by sending cattle lorries to cattle fairs, there is a story of a UTA goods agent fumbling in his pocket and pulling out a set of rosary beads while negotiating with some West of Ireland cattle dealers who were probably more interested in 'luck shilling' to quench the deal rather than the UTA agents religious persuasion. The MGWR WTT allowed 'cattle specials running through to be made up to 25 wagons including van. This would have been based on the 14' wagons the standard length for cattle wagons used by most Irish railways including the GNR(I) and MGWR.

Applied the final touches to No59 following a visit to the paint shop and a coat of GSR Grey. The loco is finished in a flat lacquer not dissimilar to the dull rather dull appearance of the loco in the photo The model is based on a 1939 photo of the loco at Tullow following its arrival with a Kingsbridge-Tullow passenger. 59 fireman's side, I modified the loco chassis by fitting an NEM pocket. I need to re-check the fit between the running board and valence at the leading driving splasher. The faring that covers the space between the carrying and driving wheels on GSWR 4-4-0 locomotives was cut back on this particular loco possibly to improve access to the brake hangers and linkage on leading driving wheel. 59 Driver's side, rod/pipe visible beneath the valence and running plate represents vacuum pipe between cab and front vacuum pipe. Number plates are etched N/S with raised number and edging exposed as its not really practicable to paint the raised detail in the prototypical yellow/cream in 4mm scale. Shaded buffer beam numbers are from a Historic Model Railway Society (HMRS) LNER lettering sheet. Screw couplers are Smiths couplings with the lower link glued into the shackle to clear the tension lock coupler. Tender is basically standard SSM GSWR 1804 gal tender used with GSWR small passenger and standard goods.

I use Tamiya AS-12 "Bare metal silver" aerosol for painting models in silver scheme. I found that the Tamiya aerosol resulted in a superior more durable finish compared to attempts with metallic aerosols. I usually apply the silver on a grey or white car auto primer. I am not really into weathering!

Trying to fine tune the operation one of the main limitations is short train length as the traverser is only capable of holding a Bo Bo and 4 wagons. I have increased maximum train length to 6 wagons including a Brake Van by staging the loco in the hidden area behind the tower building. The longer train improves operational potential with 4 potential destinations for wagons including the siding that trails back under the overbridge onto the traverser. Todays trip includes a BR container for the Wharf Road, a H Van for the back siding, an LMA for Mill Traffic and two laden Grain Wagons for unloading. The Digitrax radio receiver recently failed so I am using Infrared wireless control with an ancient UR80 receiver (2002?) First step is to uncouple the first two wagons (for the trailing sidings) from the rest of the train before propelling the rear of the train out of the yard. Kadee magnets. First shunt is to swap the container wagons, leaving the van on the "main line" before shunting the back road. Second shunt is collecting two vans from the "back road" before setting out the H van. the rear of the train is on the second traverser track! Probably the 1st train/cut of wagons off the 'back road" Second shunt complete train re-combined Shunts 3 & 4 I snookered myself at this stage as the combined 7 wagon train was longer than the run round loop! I left the Brake Van on the main line before running round the 6 wagons and shunting them clear pf the running road, before placing the Van in the loop and running round. In practice brake vans were often left on the main line or on a siding clear of the shunting operations so the Guard could do his paperwork with minimal disturbance. Shunt 5 outbound traffic from Shunts 1 & 2 coupled to the van, LMA to be shunted to the Mill loading area. Shunt 6 LMA has been placed at the Mill for loading 2 laden Grain Wagons placed on the main line before B125 pulls out 2 empty (MTY) grain wagons before placing the laden wagons for unloading. Shunt 7 complete 2 laden Grain placed for unloading 2 MTY collected Outbound train made up and ready to depart. B125 is fitted with a MM sound decoder at default CV settings, usually ramp up to 20% using a Digitrax DT400 throttle with very extremely reliable slow speed operation even with Peco dead frog points. I still have to finalise the buildings for the mill area currently looking at a similar style to the elevator at Westport Quay

P O'Cuimin's "MGWR Wagon Stock" Feb 1970 IRRS Journal is the main published source on MGWR wagons, but does not contain a stock list as such. The Standard Covered Wagon (soft topped livestock & goods) was the largest numerical group of wagon 1613 out of a total stock of 3319 in service in 1924 (Open (crib) cattle next numerous no total given (until 1912) against a total of 430 Covered Cattle wagons. Its possible 3319 may be a Bogie rail wagon bought from Leeds Forge following WW1 which remained in service into the early-mid 1970. The hopper wagons bought following WW1 for the North Wall-Broadstone coal train were numbered 3078-3094. Its possible 1319m and 1428m may have been IRCH 10 Ton Standard Open wagons introduced in 1919 or IRCH 10 Ton Standard Covered Wagons introduced during the same period, the GSR and CIE continued to build open wagons to the IRCH Spec up to the introduction of the Bullied Corrugated Opens in the Mid 1950s Interestingly Bogie Well Wagon 3409m the highest numbered ex-MGWR wagon appears to have lost its m suffix following re-building as the cable plough wagon including the fitting of modern roller bearing bogies

Tony I am not sure your question is whether its feasible to convert OO Gauge locos and Dapol wagons to 1. EM gauge (18.2mm) or 2. 21mm Gauge by adapting EM track and wheel standards. On the face of it EM 18.2 offers an improved appearance over OO with a lot less effort compared to 21mm gauge. EM flexible track and points (Peco) available through the EM Gauge society and EM gauge wheelsets available from the society and UK model trade. 1. EM Gauge (a) OO Works Locos If you are thinking of converting to EM gauge the first step would be to check whether there is sufficient clearance within the body of an the OO Works GNR locos to fit EM gauge wheel sets. The main areas to check 1.-------EM gauge wheel sets within the splashers ---------22 mm plus running clearance of a Markits driving wheels on EM axles. 2.------Whether there is sufficient clearance for coupling rods behind valence and under running board. 3. ------EM wheel sets within tender frames. OO Works appear to use Markits wheels on their locos, Markits supply EM gauge loco driving axles, you would need to replace the existing OO gauge tender and bogie wheels with EM wheel sets available from Markits or replace the existing axles with 26mm -2mm dia steel axles (b) Dapol wagons. EM gauge wagon wheels should fit the existing Dapol wagon chassis 2. 21mm gauge. Would involve significantly more work than OO or EM regardless of whether you adapt EM or S4/Proto4 track and wheel standards I don't think its a practical proposition to convert a OO Works GNR loco to 21mm gauge as it likely that you would need to replace the running board, splashers and possibly tender frames, it would be simpler to build a loco from scratch in brass or nickel silver or use a Worsley Works set of parts.

Possibly a variant of the Stadler Eurodual https://www.stadlerrail.com/en/products/detail-all/eurodual/40/, though whether the Irish Government would be prepared to fund electrifying the lines that actually or could potentially carry freight traffic and generate the electricity from a renewable source is another question. After looking at a number of options including sourcing locos from China and the United States Kiwi Rail recently (2021) placed an order with Stadler for 57 main line diesels (with Caterpillar (EMD) engines) to replace the South Island fleet. https://www.railjournal.com/locomotives/kiwirail-awards-stadler-locomotive-framework-agreement/ The Kiwirail order is based on the AsiaLight model with similar axle load limits to current IE locos.

1:144 is not far off British N Scale at 1:148 I wonder whether the Huyandi-Rotem IC railcar samples are to 1:144 or an established model railway scale.

The majority of my 21mm gauge steam (EM profile wheels and running clearances) outline locos (mainly 0-6-0 and 4-4-0) incorporate some form of compensation or springing and some (3-4) have operated successfully in exhibition conditions, the main advantage is improved pick up by keeping all wheels in contact with the rail head. The SSM MGWR E Class chassis incorporates beam suspension so there is no need to fit separate hornblocks or to use a hornblock alignment jig. I currently use High Level Hornblocks as they are easier to assemble and fit than other manufacturers hornblocks and a set of Markits alignment jigs

I was thinking in terms of a hand signal for a movement that was not controlled by a running signal or a disc. On some railways no fixed signal was provided to control a movement from a running line to a goods loop, an arriving train had to be brought to a halt at the Home signal (held at danger), before the signal man set the road and hand signaled the train into the loop or siding.

The GNR (I) had a reputation of being 'economic" when it came to signalling known for its shorter than usual signal arms and telegraph poles for posts There would have been no requirement for signals to control run round movements at Scarva if the branch was operated on the 'One engine" system. Presumably movements to an from the branch were controlled by hand signals from the signal man, the outer homes would have allowed Scarva to accept a train from Portadown or Pontzypass while a train was a shunting move was taking place in the station or a passenger movement between the main line and branch or vice versa.

I have used 3D printing for resin printing and lost wax casting in brass. I used 3D printed models as patterns for bass castings before realising my supplier can produce a pattern and mould from a 3D file https://morrisandwatson.com/casting/about-casting The big question is whether the designer goes down (1) the Shapeways or i Materialise route to sell their products, (2) use a commercial bureau in the Ireland or the UK to print their models, (3) invest up to $100k in setting up their own print shop or (4) release their designs on a commercial (royalty basis) or (5) open source for people to print their own models.

Stanley Beeson's was considered to the the Rolls Royce of British professional model makers in Gauge O and the larger scale Guy William's who built most of the Pendon locos holds a similar position in 4mm scale . Massed produced OO locos and stock are relatively cheap I sometimes pay the best part of £2,500 for a used large Scale (45mm gauge) American narrow gauge loco and around £150 for new plastic freight cars. https://www.accucraftestore.com/ng-c25 New Accuracraft locos are generally around $5k plus excluding import charges I don't buy or have the money to buy every new model introduced by Accuracraft though

When my father retired in the late 70s he started doing shutdown maintenance work for an engineering contract shop. One of his last jobs (in the Clondalkin Paper Mill) was inspecting/dismantling plant then servicing and re-assembling the plant without replacing worn parts as there was no money in the budget to replace worn/broken parts. Dad didn't mind he had basically seen it all before and the pay rates with the contract shop were good

Test running and final detailing including cab interior, fitting smokebox door and vacuum pipe under running board on drivers side. Earlier photo, did not notice buffers were pointing upwards! Tender springs and tool boxes later removed for painting. The model is based on a 1939 photo of No59 at Tullow including twin whistles, I have prepared a set of matching numberplates. The 52 Class appear to have been the regular locos on the Kingsbridge-Tullow passenger trains in GSR days possibly up to the end of scheduled passenger (and goods) services in 1947. The loco is for a customer in the UK hence NEM coupler pockets on the loco. Didn't realise the GSR used knuckle couplers The challenges of fitting a cab interior to a OO gauge Irish Broad Gauge loco. Test run following some "final' adjustments. Reasonably happy with speed range following light oiling of gear train, axle bearings and crankpins.