jhb171achill

Looks like this is my evening project! Hold fire, gentlemen, I'll see if I can resurrect it in plain English instead of computerygook. Kettle on first. This will be a late one.

20 years ago...... 1999....? Prob the ex-British Rail Mk 2 AB set? The last of the Park Royals and laminates would have been gone by then.

Good thinking, Dhu Varren! The table I did doesn’t seem to have translated across properly. I may have another try to line it up.

Just re-reading, if I remember right your station had already green paintwork... this suits CIE, GSR and possibly GSWR, just as well as SLNCR. So a Station repaint mightn’t even be necessary!

I'd say if they can find any way under the sun to get it off the rails and into trucks to Drogheda or anywhere else, they won't lose a minute in doing it! Within days, they'll announce that the last trucks are now scrapped, track lifting has reached Beauparc, and the branch is going to be a greenway. And there is absolutely no chance it can be reopened without spending €12,456 billion, which is better spent on that greenway, and new speed limit signs on motorways.

Timeline (2) This part deals with individual types of loco, coach and wagon. It gives a general picture. Within the overall norm, there will be the occasional “one-off”, for example, where something that I mention as operating only on the Ballygobacwards to Dungloe line, appeared on a solitary occasion on a train to Drumnothing. Type Introduced Last operation** Where normally operated Notes UTA / NIR “WT” Class 2.6.4T “Jeep” “DH” class 0.6.0 Diesel shunter BCDR Bo-Bo No. 28 MPD Railcars (several designs, corridor and non-corridor; latter usually Larne line) MED Railcars GNR AEC / BUT Railcars Loco-hauled carriages of NCC / early UTA / GNR origin Open wagons & Guard’s vans UTA Cravens Spoil Wagons 70 Class Railcars 80 Class Railcars CAF 3000 & 4000 class 101 Class “Hunslet” locomotives 111 Class “GM” locomotives NIR Mk 2 passenger stock ______________________________________________ CIE / IE A Class B101 Class B121 Class B141 Class B181 Class C Class D Class E Class (Note to younger readers: F class were the three narrow gauge diesels 1955-61) G Class 071 Class 201 Class __________________________________________ AEC / BUT Railcars (the ORIGINAL 2600 class!) 2600 Railcars 2700 Railcars 2800 Railcars 29000 Railcars ICR (22000) Railcars DART Ex-GSWR Wooden carriages (in use by 1969) Bredin carriages CIE 1951-3 carriages “Laminates” “Park Royals” “Cravens” Heating Vans / “Tin Vans” Mk 2 “Supertrain” carriages Mk 2 AB carriages Mk 3 carriages Mk 4 carriages “Galway” carriages Loose-coupled vans (Timber bodied) GN Cement Vans CIE "H" vans, & Palvans Bullied open wagons Bogie container wagons Other bogies (Ammonia, Tara, etc) RPSI Whitehead Set 1947-50 1969 1930s c. 1956-62 1951 1950-9 1920s-50s 1915 – 40 1967 1966 1974 / 1978 (2 batches) Early 2000s 1970 1977-81 1970 ______________ 1955 1955 1961 1962/3 1967 1956-8 1949 E401s - 1956 E421s - 1962 G601-3: 1955 G611-7: 1962 1976 1996 ____________ 1950-56 1996 From here, I confess too modern for me; I’d have to look them up and many here will be more knowledgable! 1984 onwards 1915-25 1933-38 1951-3 1956-c.1960 1955 1963/4 1955 – 62 initially 1972 1990s? 1986 1997?? Late 1980s? 1940-50 era 1954 c. 1955-64 Late 1950s Early 70s on Late 70s on various Summer 1970 About 1980 1972 Last two about 1981 1981 1974 Last of them 1974 Late 1970s 1970 / 80s Mid 1980s Early 2000s Still operating 102 – about 2002 101 – about 1994 103 – 1980s Still operating 1997 ________________ 1996 1976 c.2002 2006? 2005? 1986 Mid 60s 1986 1963/4 1975 In use In use (most!) _____________ c.1987 (1974 as powered railcars) In use Mothballed In use In use In use 1984 on Last 1974 Last c.1978 Last c.1977 Last c. 1994 Last 2 – 1996 Last c.2012? c.1978 Not sure Not sure – mid 90s? Early 2000s? In use mid 1990s c. 1977 c. 1975 c. 1977 Singly – c. 1995? Doubled – 2006? Ballast on all NIR Spoil Belfast – Magheramorne Passenger relief very occasionally After trial runs, ballast only. Within this period, confined entirely to shunting Grosvenor Road goods. All NCC areas, including haulage of the Lisburn – Derry CIE goods Bangor line until 1976 when Central line opened and they were “liberated”! GV St – Portadown / Dundalk Excursion traffic only, a handful as railcar intermediates. GN types on that line, a mix of GN / NCC types on the NCC, and one NCC one on the Bangor line in between 2 MED cars Ex-NCC types mostly (2 GNR guards vans) Spoil only to May 1970. Ballast thereafter NCC main line & “Enterprise” 1966-70, then to NCC when new “Enterprise” appeared. Mainstay of NIR services in this period on all lines, all services, including occasional forays to Dublin. Impossible to model 1974-2000 NIR without them! All NIR services. Too modern for me to know exact date of introduction! “Enterprise” 1970-84, thereafter occasional local trains, shunting Adelaide, and ballast. 102 only survived as Adelaide shunter 111 / 112 bought to replace clapped-out Hunslets on Enterprise. Joined by 113 in 1981. Some built new for 1970 “Hunslet” Enterprise; later joined by 2nd-hand similar stock from Britain. Latterly joined by some air conditioned stock, including the “Gatwicks" ________________________________________________________________________________________ 1955-early 60s – all duties. In 1960s, goods mostly. Main line after new engines 1969-72. Used mainly south, especially N & S Kerry & Mallow-Waterford, as well as main line to Dublin. Passenger & Goods. The 121s were the first American locos. Used as common fleet with 141 and 181 classes. 121, 141 & 181 classes spent last years on non-passenger work esp. after 201s arrived. Bought as branch engines, then branches close! Unreliable until re-engined. 1960s – mostly goods / shunting. Shunted Heuston & North Wall only. Included here only because its possible one was still about in 1969 though I doubt it. E401 & E421 class operated as common fleet. Shunted Cork, Limerick & all over Dublin, though E401s all in Dublin by about 1968/9/70 G601 trio: Mitchelstown, Banagher, Fenit, Castleisland & Newmarket branches (all goods only); pilot work in Tralee. All withdrawn by '69. Included here because you can get kits of both types of G - the earlier (square windowed) trio are not accurate for a layout 1969 onwards. G611 class: Above PLUS pilot Dundalk, Ballina, Limerick, Galway. Shunting Tuam BFS. Passenger work: G613 – 3 months on Foynes branch, plus (with the other six) passenger, goods and mixed trains to Loughrea. Everything! Access all areas, though late to come to Ballina due to Moy river bridge. Now only goods / PW Main line passenger while Mk 3s running, replaced 071s from 1996 onwards ____________________________________________________________________________ In early 70s, engines removed and converted to push-pull stock. Withdrawn when DARTs introduced, except one dilapidated set which was used Bray – Greystones while the DART was being extended to there. Rumours of resurrecting them (2017 / not going to happen…. Several other batches of these things since… From about 1970, Cork & Connolly retained about 5 or 6 sets of these, latterly used only on summer excursions on the GN suburban and the Youghal line. Bredin carriages were largely built in three batches; 1933 (suburbans, initially non-corridor but later converted), 1935 & 1937. When CIE was formed they used basically the same design for a number of vehicles built 1951-3. Between 1955 & 1960 the laminates (of various types), along with accompanying “tin vans” joined them. These plus the later Cravens were all treated as a common fleet, with most trains in all areas rarely having two consecutive coaches alike! RPSI has 11 Cravens preserved (not all in traffic) Tin vans c.1955 -62. “Dundalk” vans later, (late 60s) then EGVs from 1972-86. In early 70s, the “BR” vans appeared. First air conditioned stock in Ireland. Second hand British Rail Three EGVs in traffic with Enterprise The experimental British “International” set With the new rail plan in 1973, loose-coupled trains were to be phased out and all goods containerised or fitted trains. This spelt the death knell of loose coupled goods trains. With the closure of Castleisland in 1976 and Listowel in 1977, from that year all was fitted wagons. Built for Drogheda cement branch & Platin. Very similar in design to CIE "H" Vans, and used with them by CIE. These would survive, for beet only, into the 21st century. Last 4-wheel goods stock in use. In use Some of these are original NIR 1970 “Enterprise” stock, but several are later NIR, and others never ran here at all – imported from Britain by the RPSI. Last working steam in Ireland. Last passenger was a 3-coach train on Larne Line, Easter 1970 Forgot to mention these initially…. On account of its use, rarely seen or photographed. One car shunted Derry (Waterside) at times. Goods hauled by 2-4 cars. After 1976, Portadown – Bangor along with new 80 and older 70 class. Never seen in service on NCC There were a few (NCC design) UTA-built carriages of 1951-4 era among these. Ballast only Most scrapped – few found a 2nd career as ballast wagons, as there was little need. One or two still in use into the 1980s. Centre cars were mostly purpose built, but at least 2 rebuilt NCC coaches ran with them, as did UTA Diner 87 and GNR diner 88 on the Derry line, until catering stopped in 1972. Very ropey by 1986 when they stopped. Purpose built centre cars. Some delivered as 2-car sets, others 3-car. Rarely ran in anything but 3, 5 or 6 car formations in earlier years. Comfortable things….prob best today. ICRs are too hot & stuffy inside. Last passenger use of 101 was a three-car local of old Mk 2 Enterprise on an all-stops Central-PDN one summer evening in 1994. It broke down in PDN and wasn’t used again. Enterprise until 1996, ballast and shunting since then, with 112 lent to IE for several years. Withdrawn after De Dietrichs appeared. The one set of Gatwicks lingered on one daily service until CAF 3000 class appeared. ___________________________________________________ After 1976, 071s mostly took over, so back to goods. Last six in use on Tara until 1996. Little used after 1967 – confined to shunting & ballast, occasional goods, weedspray. IRRS trip 1976 with 106 was last use. Others long withdrawn by then. Often ran as pairs (in later years almost exclusively). Well travelled: the 141 class got to Omagh, Derry (Waterside), the North Kerry, Croom, Loughrea, Ardee, New Ross, Mallow-Waterford, Sligo-Limerick, Fenit, Castleisland, Foynes and Ballinacourty lines among others... From mid 70s, all brought to Dublin and used on Dundalk – Bray locals push/pulling de-engined AEC cars. All withdrawn after DARTS started in ’84. First diesels built in Ireland By 1977 or so, I noted E421 in Limerick, one in Cork, and all the rest were in Dublin shunting Heuston & N Wall, and on N Wall – Heuston goods. Never used in traffic otherwise. G611 class, along with re-engined “C” class, and a very occasional 141, worked the Loughrea branch until it closed in November 1975, and with it Ireland’s last cattle traffic and last mixed trains. Little passenger work after 201 class arrived. Latterly Ballina branch passenger train only. Rest goods! Goods work now, and push/pull passenger on Cork & “Enterprise” _____________________________________________ Various laminates and Park Royals used as centre cars. Older relics often included; I’ve seen pics of GSWR wooden bogies sandwiched between them, and a photo of one on (I think) Tralee – Mallow in the 50s with a MGWR non-corridor six-wheeler in tow! Same in one pic on the Harcourt St line as late as 1958. Even late on, in the Dublin set anyway there were at least two non-corridor. These were joined by the “tin vans”, built from the mid 50s to the early 60s. The earlier ones were 4-wheeled luggage vans or brake / generator vans when steam ended. Later ones, with more “main line” side profile were six-wheeled heating vans. A few (4 or 6, I think) were built as (VERY rough riding TPOs). One is preserved recently at the DCDR. Last “tin vans” to see normal passenger use were about 1978 on the Nenagh branch, Limerick – Ennis locals, and possibly Limerick – Rosslare. Clapped out when they got them! Several “Dutch” vans converted to operate with them. Probably the most comfortable “modern” coaches ever to operate. The RPSI now has the Gatwicks too, plus their unique genny van, while DCDR has the Gatwick driving trailer which ne

Could well be, Merlinxii. The higher centre of gravity, which was indeed the problem, contributed to the instability; it was when laden they were at their worst, according to a York Road man who mentioned it. With a sloped floor to one side, the weight of stone was great on one side too - that would have made matters worse. I often wondered why they didn't get bogie hoppers. But then, CIE used four wheeled flats for their earliest container traffic about the same time! With a one-side-tipper, it is possible that a bogie vehicle wouldn't have been much more stable..... Pity, for the interest, that one didn't survive in preservation. I should add that in the above ramble, I forgot all about the three NIR diesel shunters, which were delivered in 1969. I'll deal with them in the next tome.

Timeline of rolling stock and locomotives over the last fifty years or so First, the picture in 1969 NIR About six steam engines (all “WT” class 2.6.4T) in use at any one time, confined to ballast trains and “spoil” on the Larne line. Very, very occasional forays onto passenger trains – excursions and breakdowns. Passenger stock is a mix of old GNR and NCC stock – nothing BCDR or BNCR has by now survived, and the last non-corridor stock has recently been withdrawn. The Sligo tank shunting at York Road is now withdrawn, as is the last of the pair of “Jintys” used for that purpose in the early 1960s. There are no internal goods trains whatsoever other than the spoil trains, though several goods yards (e.g. Lisburn and Ballymena) survive, home to weeds, but still with track. Passenger trains are entirely of MED stock on the (disconnected) Bangor line. PW trains on that line are an empty set hauling several old open wagons. No other stock is on the line, nor will be until they are reconnected in 1976. Passenger trains on the Larne line are largely MPD cars, barely two being identical. Some were late 50s new-builds, others (including non-corridor) are conversions of NCC carriages dating from the 1920s. Prototype MEDs 6 & 7 are there too. To such exceptional extent as steam still does anything passenger-related, it’s most likely to be here. Mail is conveyed in “Brown vans” (now in very heavily weathered UTA green, with an occasional one repainted NIR maroon) between Larne Harbour and Belfast. On the Derry line, 70 class sets predominate, though many trains are also worked by MPDs, especially short workings and the Portrush branch. A number of newish halts with one or two coach length platforms and plain concrete construction are in operation on the Belfast – Larne and Antrim lines, like “Eden” (what a name; the place is anything but!) and Kilroot. On the former GN section, from Great Victoria Street to Dundalk, AEC and BUT cars of GNR(B) origin operate most trains, though 70 class sets are on the “Enterprise”. Usually there is one steam loco (WT) about, on ballast duties, though on other occasions it isn’t! Former BCDR diesel locomotive No. 28 shunts the CIE goods at Grosvenor Road goods yard. A few old wagons lie around, and it was about that time that the ex-GNR 0.6.0 No. 49 disappeared from a weed-grown siding at Adelaide for its appointment with the scrapman. Ballast trains are ex-Courtaulds open wagons of NCC origin (most built 1922-26). Goods brake vans remain in use for ballast trains. There are two of former GNR origin (perhaps three) and two of ex-NCC stock; all are in an atrocious external condition, as are the clapped-out old wagons they are paired with. Spoil trains use a steam locomotive at each end for two reasons: (1) they haven’t enough brake vans, and (2) the trains run in push-pull mode, so it makes sense to use a locomotive at each end, the guard travelling in one of them with its crew. The spoil trains are operating with brand new stock, however, the 1967-built four wheel hopper wagons new from Cravens and painted in all-over duck-egg light blue/grey. These wagons discharge on the seaward side only and thus have doors on one side only, giving them a distinct appearance but also making them prone to instability when fully loaded. CIE The CIE system, by contrast, has been modernised substantially in recent years. Steam has been gone for six years, and brand-new 181s operate with the 121 and 141 class on most trains; these are treated as a common fleet and number over 50 locomotives. The 11-yr-old C class and the 14-year-old A class are undergoing the “re-engining” programme, with the original Crossley engines replaced by those from GM. Some of the B101 class survive in traffic, though these are mostly confined “south” to Cork and Waterford depots. They are rarely seen in Dublin, but appear occasionally on Tralee – Limerick – Sligo. They rarely if ever see passenger work since Mallow-Waterford and the Croom branch closed in 1967. Of the smaller locos, the G class now have nothing to do except the Loughrea branch, station pilot duties at Tralee, Limerick and Galway, and shunting Tuam beet sidings during the beet campaign. Soon, Tralee and Galway won’t need them any more either. Passenger trains consist entirely of a large fleet of quite a few different laminate varieties, built to two separate side-profile designs; Park Royals; the full fleet of 40 Cravens, Bredin GSR stock, and (almost entirely on local trains in the Dublin and Cork areas) a fair number of 1915-25 era GSWR wooden corridor stock. Non-corridor stock is now confined to a very small number of vehicles in two Dublin spare sets. With the exception of the wooden stock, all coaches are a common fleet. Cravens are mixed up with everything else, but are mostly on main lines. From recollection, though, their appearances on the DSER and Sligo lines was much rare, and a modeller of these lines in this year would be as well to forget about them! Goods is varied. Cement Bubbles are beginning to be seen in various locations, mixed in with all types of other stock; this is before the idea of block trains of a single type of vehicle. Most are standard wagon grey, though the newest are appearing in orange and light grey. “Palvans” and “H” vans of standard CIE mid-1950s / mid 60s designs, and Bullied corrugated open wagons absolutely dominate goods traffic, carrying everything under the sun. In the Cork / Tralee are and Dublin, grain wagons are to be seen, and there are quite a few GNR goods vans of (1954) similar design to the CIE “H” vans. Older wooden framed vans, mostly ex-GNR but an occasional late GSR one, may also be seen. Wooden sided open wagons are by now rare. Containers travel on four-wheel flats, or new build with longer wheelbase than older standard chassis. Guinness is carried in “open wagon” type containers on the same modern flats. Old brake vans are by now gone, and all are of modern CIE type – some 20T, some 30T. A few retain the vertical wooden planking, but most are steel sheet. The AEC railcars are still in use, almost totally on Dublin suburban services since the 141 and 181 locos arrived. Howth, Drogheda and Bray suburban trains consist of AEC cars, with various laminates, Park Royals, AEC railcar intermediates, and the odd wooden bogie coach, as intermediates. No BUT cars remain in use, though there is at least one in operational order in Inchicore. Peak trains can be loco hauled, consisting of a myriad of coaches as mentioned above. For the modeller, it is important to note that if accuracy is wished for, there is virtually no such thing as a train, goods or passenger, local or mainline, consisting of a line of all the one type of wagon or coach, like today. (The railways were interesting back then!). The above is to set the scene. Notes on liveries: by now, on the newly-formed NIR, UTA green still predominates on the couple of dozen loco-hauled coaches they still have which are still serviceable. Within a year, about half or more of these will be repainted in NIR’s “loco-hauled” livery of all over maroon with a waistline 3 inch light grey line. The old BCDR loco is black, though so extremely filthy that it is impossible to discern any livery – the same is true, for the most part, of the steam engines, though some crews keep theirs moderately presentable! Railcars on the NCC section and the Bangor line are mostly the new NIR livery of maroon with upper light grey, though quite a few MPD cars remain green. On the GN section, several power cars and at least one centre car (an ex-GN brake third) remain in the short-lived GN section livery of blue and cream. AEC car No. 111 springs to mind. It is important to note that this was not the same as GNR livery, which was much darker, almost navy blue, and below window level only with a black line separating them. The current RPSI Cravens livery is almost like a cross between the two! UTA wagon stock consists of old open wagons used only for ballast, and the new spoil wagons. They have no vans apart from a couple of derelict ones lying about – I recall a BCDR one at GVS, still in BCDR grey with BCDR markings. The spoils are a light duck-egg greyish blue all over (no, no black chassis!). The ballast stock are all still in old UTA liveries: those of ex normal stock are all over grey, a darker shade than CIE, being a throwback to NCC days, and thus closest to LMS wagon grey in England. Those formerly allocated to Courtaulds coal traffic in Carrickfergus are a brownish red colour, often incorrectly called “bauxite” (which is brown, not reddish-tinted). I can’t recall exactly, but while body ironwork was the same brownish colour, the chassis of these, for once, might have been black. I’ll check this if I remember! Parcels vans are NCC “brown vans”, as on the NCC. Most still UTA green, but so dirty from brake dust that they actually look brown in many cases. A few are newly painted in NIR maroon, with lightish grey roofs, yellow lettering and black chassis, as they operate in passenger trains. Train operations: NIR as mentioned above. Dublin area – AEC cars and some loco hauled on local services Cork area – suburban trains loco hauled. 141s and Cs dominate, with stock a mix of Bredins, Park Royals, laminates and quite a few older wooden carriages, by now all of GSWR parentage. No DSER or MGWR bogie stock have operated for almost ten years. Main lines – 121, 141 & 181 classes dominate virtually all passenger trains; same mix of carriages (except wooden), but with the Cravens spread among them though a higher proportion on the Cork line and the “Enterprise”. Goods trains also see the GMs, but the “A” class are there too, as are the few B101s left. “C” class locos are underpowered for main line use and see most action on shunting and PW duties, mixing this with B101s. I will proceed to give a rough outline (and rough it is) of developments in future years in the next bit.

They got it done quick enough - they've only been talking about it since about 1860..... Hmmmm.... Dublin has needed an underground system for decades. They talk of Metro. If Shane Ross lives to be 400, it'll still never get done. Well, maybe if Shaney (my local TD, BTW) DOESN'T live to be 400, it'll get built sooner!

The BR Mk 1 profile also isn't quite right....that's the thing about modelling Irish passenger stock - apart from more modern stuff like Mk 2 and Mk 3, very little in Brexitland corresponds with anything here! Having said that, of course anything can be adapted. An "end" piece can have its sides filed to correspond with most this side of the pond. The 70 class (and many types of laminates) curved in at the lower end, but were virtually or in some cases literally straight (vertical) on their upper sides.

Window-wise, this looks 70-class-ish. But the side profile wouldn’t be.....

Pm sent! lovely job!

I had considered (and may do again) a line which resulted from the Parsonstown & Portumna bridge line having been extended to Loughrea. Once the GSR takes over, it becomes quite logically a single route, with services operating from Attymon or Galway - Ballybrophy. Hey presto: Midland and Southern stock on the same line.

I had forgotten the tablet catchers were black.....

I love this!

Nah.....that one’s narra gauge.....

David Your research (and imagination!) inspires, and I know I'm not the only one following this project with great interest. You invited comment; here goes with my penny's worth.... To do 1904 and 1950 will obviously require two sets of rolling stock, but in such a scenario the station would almost certainly not have changed one bit from opening to closing! The only thing is to decide who built it. If it was the MGWR, station building woodwork would be painted bright red and (I believe) a light sandy beige colour (or cream)?). The station sign would be wooden, with white letters on a black background. If WLWR, green paintwork as far as I know, though I could be wrong on that, and station signs were enamel, in navy blue with white letters. It's hardly likely the SLNCR would have built it. But buildings and track - same in any era. For the 1950 era, you're probably looking at a J15 or two from Claremorris, something SLNCR as you say above, from Collooney, and probably a G2 (650 class) 2.4.0 from Ballina. The only difference between then and 1904, is that earlier you've something like the "Wolf Dog" and maybe another small 2.4.0 of some sort - or even a J26 tank engine (I think you have one of those?). Plus, or course, in 1904 you have brighter liveries instead of plain black on the SLNCR and plain grey on everything else. In 1904, SLNCR are using dark green (darker than your model, though), and you still have the odd loco in WLWR lined maroon, plus lined black GSWR. Traffic wise, nothing much would change over 1904-50. I would suspect that a SLNCR train would indeed be a couple of six-wheelers. There would usually be something like a 1st / 2nd compo, a third and a brake third. However, exactly the same type of formation would be in the MGWR and GSWR / WLWR trains. What few bogie coaches were about then wouldn't have ever ventured to a place like that (until maybe about 1910). The SLNCR's trio of bogies hadn't been even dreamed of, and the WLWR only had half a dozen in total, which would be on Limerick - Waterford trains mostly, possibly north Kerry the odd time. Mails were carried in the guard's van. You didn't really get dedicated mail vans on lines like that - however, artisitic licence might allow a mail train on account of some new port. This, again, might allow a "boat train" once a day - probably from the W & L direction. Goods traffic would primarily be vans for the same reason, and then there's the inevitable monthly cattle fair, with good healthy beasts being walked up from Binghamstown and other places on the Belmullet peninsula. As an aside: You had mentioned Alphagraphix kits (as have others lately.....). Interesting stuff! I recently obtained an Alphagraphix catalogue, as a result of a conversation with another member on here who has just done some of their kits. I have to say that they are unusual in a number of respects. On the positive side, they are inexpensive and probably a good way for those on a budget to enter the more historical Irish scene. With a combination of metal and card, this is an innovative idea (I know, since the 1980s!) and great for certain circumstances. Also, since in the Irish modelling scene beggars can't be choosers, they have an unrivalled range of stuff, 00 and 0 gauge, broad and narrow gauge. They produce models of things which wouldn't come remotely close to being economically viable if attempted by the many manufacturers we see discussed and advertised here regularly. They must be greatly congratulated on all of the above. That's all positive. But those who know me will see as absolutely predictable what's coming next. If the pictures in the catalogue are anything to go by, many of these are unneccesarily (and some might say inexcusably) in liveries which far from being a bit "wrong", are entirely fictitious in every single detail. MGWR six-wheelers are shown in bright unlined green. Not one company in the country ever painted a single carriage in bright unlined green. MGWR stock was brown. Some CIE carriages are presented in a quite acceptable lined green for card kits, but others are shown in plain green with gold shaded numbers on them. Again, nothing close to anything real. GSR, GSWR and NCC stock is shown in bright red, a la County Donegal. The GSR and NCC used maroon - LMS maroon in fact. Over in the Republic of Brexit you'd never get a carriage in bright red. GSWR stock wasn't ever red - it was a very dark maroon, so dark that it looked almost dark brown. Like Guinness; now there's a thought. SLNCR stock is in crazy colours. The "Bandon Tank" is in an unlined green, unlike anything real, as is "Argadeen". Modern plain yellow numbers are shown on the Bandon Tank. I could go on and on and on, to the extent of driving most readers to their best smelling salts. But I add this for one reason and one reason only, as I always do - for the sake of clarifying historical accuracy for those interested. I'll add one more - the eternal Irish disease seen in models and in RPSI, DCDR and UFTM preservation - an obsession with black chassis, black drawgear and black ironwork on just about anything that isn't a passenger vehicle (which DID have black chassis!). Even the excellent models of Mr Chown show this on his GSWR brake van. Rant entirely over. While I repeatedly refer to livery details, let me assure all that is meant for clarification purposes - because there ARE those who like me take the view that colour is the first thing you see on anything. For others, it's less important, or maybe doesn't even matter. A Murphy 071 in Isle of Man bright green - yes, I'd accept it wouldn't look bad - or a yellow track machine painted black all over. But few modern modellers, who see modern stuff day-to-day, would be impressed, I suspect, with a beautiful train of IRM bubbles or exhibition-standard HOBS painted in blue and red all over, with an inaccurate-designed NIR symbol on some and a BR double-arrow on others. Yet, that's what we seem to see regularly on both models and the real thing. Whitehead's "Ivan" brake van with its black zebra stripes makes me dizzy to look at. Contradictory as it might sound, I will close with what still MUST be Rule No. 1 for every single modeller, "It's YOUR railway and you can do what YOU want!". And that's the first rule that I respect too, totally. I've finished my tea, and my smelling salts; good night to all!

What scale are the IOM locos, colin?

Sounds like a perfect plan!!

I'm still awaiting the next train to Achill.....

All PW stuff was normal wagon grey until the very early 1970s, when by degrees it became normal wagon brown! Yellow started appearing, first of all on track machines in the 1970s, but moving on to “proper” railway vehicles like ballast wagons, weedspray vehicles, and plough vans during the 1980s / early 90s. The two converted “tin van” TPOs, one of which has recently gone to Downpatrick, were actually painted in something like carriage orange/tan, all over, but faded to look more yellowy.

Woodwork on or around doors and window frames was mid-green. Badly faded and work-worn in your era.

Yellow stuff isn’t my thing at all, but I have to say I remain absolutely gobsmacked at the exceptional quality of everything that emanates from Chateau IRM. An excellent and timely addition to the modern scene!

Truly inspiring work to your usual high standard.

Saw that, derailed. I would have been interested but the budget this year has to be kept for "A" class diesels from IRM!