jhb171achill

Technically, the top one (088) is incorrect in details. First, as on the "heritage" 071 at the moment, the CIE roundel, while all-white, wasn't the standard CIE transfer on the factory-delivered 071s. When delivered, the all-white CIE logo was not the correct design, with a larger diameter perimeter and non-standard lettering. The design of the logo on the model of 088, and the "heritage" (I nearly said "preserved"!) 071 is the standard one, though they've got the non-standard "all-white" bit correct. Secondly, I am not sure if the running plate was orange - I stand to be corrected on this, but I think it was black. As implied above, the red brake handle came later. The BIG thing, though, was the colour. General Motors appear to have simply got this wrong, and by some margin. The orange on the model is right for what OTHER locos (and carriages) had at the time. The slightly brighter shade would appear during the 1980s. On first repaint, all 071s got the then-standard orange as above, along with CIE badges of the standard style, and with orange "broken wheels". Hope this helps! As far as I recall, I have yet to see in model form the "correct, "incorrect" shade" that they were delivered in. It was distinctly brownish, and much more worthy of the description of "golden brown" than the original shade was in 1962.

Mostly open wagons of coal from the quayside - ideal for a shunting-type layout. Also goods vans of ex-NCC and GNR origin, and of course one or two NCC “brown vans”. All loose-coupled, so a goods brake van obligatory.

Strangely, the border was an advantage, as most of the funding was coming from the cross-border “peace” funding from IFI & ERDF. Had it not been cross-border, it wouldn’t have qualified. Brexit could, of course, have presented problems had it come to be, and a “hard border” would probably kill it. Regarding Suir Valley type schemes, in a country with a market the size of ours, this would sadly be more sustainable financially.

The principal enthusiast end of it was coming from the Enniskillen end at that time! It was deliberately designed to be operable with the smallest possible number of people. It would be branded as a vintage diesel line, in keeping with the fact that almost all passenger services from the 1940s were peculiar, pioneering, and / or unique railcars. The line proceeded across the river and agreement had been obtained from the British Army (who had blown the bridge up) to rebuild it. The lakeside terminus was a simple platform with a lock-up ticket hut; to prevent vandalism, a waiting room would be provided on operating days by a six-wheeled coach parked there (an idea later adopted by the DCDR at Inch Abbey). In Belcoo, agreement had been reached with the owners of the restored station and signal cabin, but as an initial stage the railcar would stop just short of the station to avoid reinstating the level crossing. A one-railcar-length platform was to be provided there, with the adjacent community centre selling tickets and providing car parking and toilets. One landowner objected; the middle one out of five. Once he had been visited and talked round, one at the Belcoo end, on whose land a maintenance shed & museum would have had to have been built - HE now objected. He dug his heels in; a couple of years passed, and the funding expired. Turned out that these two had local “history”, and anything that one approved of, the other would childishly get “over-sensitive” about, and object to from then on, as a “principle”! Ho hummmm! The one that got away.

Superb, NIR, good detective work! I remain fascinated by these six-wheel things.... The “E121” class, perhaps!

Such a thing WAS actually planned, and got past the first approval of funding stage, about 25 years ago! It would have been a small, but very fantastic line about 2km long, from the shore of Lough Macnean to Belcoo station. For economy, no steam was planned, but approval had been gained to run Railcar "B" (before it ever was scheduled to go to Downpatrick), a "G" class with 2 Midland 6-wheelers (which did often operate on the line when the SLNCR was short of stock), and the ex-NCC railcar No. 1 at Whitehead. The scheme foundered due to bickering between two of the local landowners over whose lands it would pass. I still have the paperwork. "Lough Erne" would be placed, courtesy of a long-term loan by the RPSI, on display in the now-demolished goods shed as a static exhibit.

Jayyysus; one trump is enough! (........sorry, I'll get me coat.......!!)

Absolutely inspirational historical detective work, RichL; I think I'm not the only one following this fascinating thread! Looking forward to seeing the results.

Yes, I believe she was withdrawn in 1963, though probably was stopped before that. Livery - in NCC times, unlined, plain black. In UTA times, the “roundel” device (she never got the later crest), with a red coupling rod and the attractive red and light beige UTA lining.

There were two. The NCC used them to shunt Belfast docks and York Road yard. They never did anything else, though they were trialled on Carrickfergus passenger trains. One lasted into the early 1960s.

That is one mighty layout he has....

Ah yes, I remember now - very superb work indeed!

That's 2mm? Wow - superb. Can we see the horse box and the van next to it?

Very many thanks, Edo! There ye go then...... My Dugort harbour (currently in Baseboard Dave's) has one too! Given that the fictitious "prototype" of this place would have been very much built on the cheap, space-saving would be as important as in my attic!

Indeed, Edo - I had forgotten about that one. I think there was one somewhere in Wisht Caark too.... as I said earlier, I cannot remember but I've a note of it SOMEwhere...........

Wow! Yet another thing of beauty from the Land of Holman! And you're right - in terms of appearance a yoke like that would be weathered and worn within an inch of its life!

That's the hedge outside cut back for another year!

You mean three-way points? Yes, there were - but they were very rare indeed. I am unaware of any in existence either now, or anywhere in the last forty years anyway. I think there were two at Polloxfen's sidings at Ballysodare - certainly one anyway. There was another somewhere else, the location of which now escapes my mind.

I remember that indeed, Galteemore!

Wonder what became of their nameplates. Also - were there three at one time? One of the few which ended up in black, and shown nicely! Gawd knows what colour the tender is, though......

Looks absolutely O U T S T A N D I N G !!!

Having seen this in the flesh for the first time in Bray this morning, I can say that it looks even better in real life - a true masterpiece! Very nice to meet Ken as well! I took these this morning.....

There’s been part un, part deux...... Part trois? Well........let’s wait’n’see!!

When the “supertrain” branding first came in (1972), only a handful of engines had the “supertrain” livery at first, whereas the new air-conditioned stock had it from new. Thus, black’n’tan locos hauling ST carriages was very much a feature for maybe 2 years until most locos were repainted. From recollection, the “A” class seemed to be mostly in the new livery long before the 121, 141 & 181 class were.

As always, superb. I love the sense of a big city commotion, hustle & bustle, and sheer busy-ness that this layout oozes with. Its like an afternoon at Heuston or Connolly in 1972 - there’s something going on in every corner, no matter where you look!