GSR 800 Posted September 10 Author Posted September 10 28 minutes ago, west_clare_wanderer said: Yes, maybe some of the plans need 25% more space (or more) than drawn, but Freezer's plans are still interesting. They're from a different age, but increasingly I think a more fun one. Did Rice ever do any Irish plans? Actually, I picked up his Light Railway Design volume at an exhibition last weekend. For the grand total of two quid! Bargain of the year! Thanks Mol, that's fascinating. The use of the pilot would make for a very interesting model. Particularly if trains arrive and depart from a different platform. Rice did, I posted his plan (image from David) of Westport Quay above! 1 1
west_clare_wanderer Posted September 10 Posted September 10 18 minutes ago, GSR 800 said: Rice did, I posted his plan (image from David) of Westport Quay above! Sorry, I missed the crucial word "other" out from my question. What an idiot I am
GSR 800 Posted September 11 Author Posted September 11 6 hours ago, west_clare_wanderer said: Sorry, I missed the crucial word "other" out from my question. What an idiot I am Not sure to be honest! But a great many of his plans could easily be utilised with a change here and there to represent an Irish scene 1 1
Angus Posted September 11 Posted September 11 (edited) Iain Rice also drew up a version of Minories that I always thought looked slightly more rural so probably better suited to an Irish location. That said opting for something based on Galway or Sligo would be better as you would have real trains to model and a working timetable to work from. I did explore the possibility of building Sligo in 2mm scale a while ago. The idea still appeals. The first page or so looks at the possibility Sligo offers. Edited September 11 by Angus 4 1
Auto-Train Original Posted September 11 Posted September 11 Can get over the number of trains serving Sligo in 1959 including overnight passenger services! The end of mail trains was the end of so much. 1
StevieB Posted September 11 Posted September 11 Paul’s rendition of the summer 1959 timetable was most interesting and enlightening. I did a similar exercise when the SLNCR was still running its freight and passenger trains to and from Enniskillen, even more train movements. Stephen 2
west_clare_wanderer Posted September 11 Posted September 11 10 hours ago, Auto-Train Original said: Can get over the number of trains serving Sligo in 1959 including overnight passenger services! The end of mail trains was the end of so much. Me too! It's amazing that the station was active for over 20 hours a day. 14 hours ago, Angus said: That said opting for something based on Galway or Sligo would be better as you would have real trains to model and a working timetable to work from. Definitely. It's always best to refer to and echo the real thing, rather than making a model of a model. 1
Mayner Posted September 12 Posted September 12 (edited) On 12/9/2026 at 12:40 AM, Auto-Train Original said: Can get over the number of trains serving Sligo in 1959 including overnight passenger services! The end of mail trains was the end of so much. I have copies of the 1960 and 1980s WTT, but not the 'hours of duty and signal cabins" Section, quite a bit of night-time early morning activity at Sligo into the Liner Train era. Sligo Arrivals: Departures 02:24 (02:30 Quay)---19:15 Dublin-Sligo Liner (T.S) (001) 05:10----------------Sligo-Dublin Pass (MO)(001) 03:05 -------------- 00:35 Mullingar-Sligo Mail (T.S) (141) 07:55----------------Sligo-Dublin Pass (2X121) 04:05-10 (04:15 Quay) 22:15 ESSO Liner (T.T.S) (001) 10:20 (10:10 Quay)---ESSO Liner (T.T.S) (001) 11:55---------------08:40 Dublin-Sligo Pas (2X121) 13:25----------------Sligo-Dublin Pass (2X121) 16:45--------------13:30 " " " " " " " 14:25--------------- Sligo-Waterford (Bell Liner Path) FO 001 20:25-------------17:00-Dublin-Sligo Pas (FO) (001) 18:05----------------Sligo-Dublin Pass (2X121) 21:30--------------18:10-Dublin-Sligo Pas (2X121) 18:35-19:10 (18:30) Sligo-Dublin Ety Cement Path (001) 19:45-------------Sligo-Mullingar Mail (141) 22:10-------------Sligo-Dublin Liner M:F Sundays: 12:35--------------09:20-Dublin-Sligo Pas (2X121) 09:20----------------Sligo-Dublin Pass (2X121) 21:15-------------- 18:00-Dublin-Sligo Pas (2X121) 18:25----------------Sligo-Dublin Pass (2X121) Freight operation Sligo acted as a railhead for South Donegal following the closure of the ex GNR) Derry-Road, the friday only Bell Path was for fish traffic from Killybegs. CIE attempted to operate a 'no-shunt" railway during the Liner Train era, trains running fixed formation Liner or single commodity block trains. Although no specific paths are identified Sligo would have received Bagged and Bulk Cement during this era probabably weekly block train from Platin & Palletised Fertiliser by block train from Shelton Abbey on a seasonal basis. The Sligo-Waterford Bell is likely to have required a train of flats & empty (refrigerated) containers at some stage earlier during the week. These trains usually scheduled in the CIE Weekly Circular. Bulk Cement traffic declined and some of the silos removed following the opening of the Quinn Cement Derrylin Plant during the late 80/90s. Loco utilisation: Sligo Passenger: At this stage the up and down Dublin-Sligo passenger diagrams were worked by 2 sets (5-6 coach) of conventional coaches (usually Craven,1950s Inchacore Buffet, BR Van strengthened with older stock where necessary hauled by 2X121 locos. I travelled to Sligo by rail on a number of occasions during the late 70s/early 80s, the normal practice was for the train locos (2X121) to propel the coaches out of the Down (Arrival) Platform and run-round using the long loop at the Dublin end of the station before propelling the train into the UP (Departure) Platform. At this stage the loco depot/shed was still in use. Night Mail: Allocated 141 loco, possibly Luggage/Brake Van & Brake Generating Steam Van. Loco potentially available for other duties from approx 03:30-19:00 daily At this stage Luggage/Brakes were a combination of purpose built vans (11) introduced 1936 & 1960 and vans (26) converted from GSR (3) and early CIE (23) stock during the early 1970s. The Brake Generator Steam Van likely a van converted from early CIE stock during the late 70s ( 2 varieties 1 Full Brake (total 6) or Brake Standard (total 12). Liner: Allocated to 001 Class. The timetable appears to be based on evening/late evening departures from Dublin and Sligo requiring 2-001 Class locos and 2 (fixed formation) rakes of wagons, rather than a single overnight out and back working from Dublin. Potentially a 001 Class locomotive available for other duties between approx. 03:30-21:00. Oil train loose coupled wagons. An empty ESSO Oil Train (late 60s) made up of a motley collection of traditional loose coupled wagons (complete with brake van) departing Sligo appeared in a 1990s possibly Markle video of Irish railway operations. Edited Wednesday at 00:46 by Mayner correct typos 4 4
GSR 800 Posted Sunday at 17:38 Author Posted Sunday at 17:38 (edited) Been working on the idea for the track plan over the weekend. Have space for 2 carriage sidings in the middle. Both Platform 1 and 2 can hold 6 carriages and two locos. I considered a run around loop from Platform 3, but I think it clutters things somewhat Not sure about some things, listed in photo below! Edited Sunday at 18:09 by GSR 800 5
mfjoc Posted Monday at 08:17 Posted Monday at 08:17 @GSR800 where did you get the frames for the station overall roof?
GSR 800 Posted Monday at 08:23 Author Posted Monday at 08:23 3 minutes ago, mfjoc said: @GSR800 where did you get the frames for the station overall roof? They are slightly modified from the Walthers kit "Train Shed with clear roof" Honestly I think they might be too large, I might go with my Waterloo trainshed instead!
StevieB Posted Monday at 08:35 Posted Monday at 08:35 On 12/9/2026 at 1:54 PM, Mayner said: I have copies of the 1960 and 1980s WTT, but not the 'hours of duty and signal cabins" Section, quite a bit of night-time early morning activity at Sligo into the Liner Train era. Sligo Arrivals: Departures 02:24 (02:30 Quay)---19:15 Dublin-Sligo Liner (T.S) (001) 05:10----------------Sligo-Dublin Pass (MO)(001) 03:05 -------------- 00:35 Mullingar-Sligo Mail (T.S) (141) 07:55----------------Sligo-Dublin Pass (2X121) 04:05-10 (04:15 Quay) 22:15 ESSO Liner (T.T.S) (001) 10:20 (10:10 Quay)---ESSO Liner (T.T.S) (001) 11:55---------------08:40 Dublin-Sligo Pas (2X121) 13:25----------------Sligo-Dublin Pass (2X121) 16:45--------------13:30 " " " " " " " 14:25--------------- Sligo-Waterford (Bell Liner Path) FO 001 20:25-------------17:00-Dublin-Sligo Pas (FO) (001) 18:05----------------Sligo-Dublin Pass (2X121) 21:30--------------18:10-Dublin-Sligo Pas (2X121) 18:35-19:10 (18:30) Sligo-Dublin Ety Cement Path (001) 19:45-------------Sligo-Mullingar Mail (141) 22:10-------------Sligo-Dublin Liner M:F Sundays: 12:35--------------09:20-Dublin-Sligo Pas (2X121) 09:20----------------Sligo-Dublin Pass (2X121) 21:15-------------- 18:00-Dublin-Sligo Pas (2X121) 18:25----------------Sligo-Dublin Pass (2X121) Freight operation Sligo acted as a railhead for South Donegal following the closure of the ex GNR) Derry-Road, the friday only Bell Path was for fish traffic from Killybegs. CIE attempted to operate a 'no-shunt" railway during the Liner Train era, trains running fixed formation Liner or single commodity block trains. Although no specific paths are identified Sligo would have received Bagged and Bulk Cement during this era probabably weekly block train from Platin & Palletised Fertiliser by block train from Shelton Abbey on a seasonal basis. The Sligo-Waterford Bell is likely to have required a train of flats & empty (refrigerated) containers at some stage earlier during the week. These trains usually scheduled in the CIE Weekly Circular. Bulk Cement traffic declined and some of the silos removed following the opening of the Quinn Cement Derrylin Plant during the late 80/90s. Loco utilisation: Sligo Passenger: At this stage the up and down Dublin-Sligo passenger diagrams were worked by 2 sets (5-6 coach) of conventional coaches (usually Craven,1950s Inchacore Buffet, BR Van strengthened with older stock where necessary hauled by 2X121 locos. I travelled to Sligo by rail on a number of occasions during the late 70s/early 80s, the normal practice was for the train locos (2X121) to propel the coaches out of the platform and run-round using the long loop at the Dublin end of the station before propelling the train into the arrival platform. At this stage the loco depot/shed was still in use. Night Mail: Allocated 141 loco, possibly Luggage/Brake Van & Brake Generating Steam Van. Loco potentially available for other duties from approx 03:30-19:00 daily At this stage Luggage/Brakes were a combination of purpose built vans (11) introduced 1936 & 1960 and vans (26) converted from GSR (3) and early CIE (23) stock during the early 1970s. The Brake Generator Steam Van likely a van converted from early CIE stock during the late 70s ( 2 varieties 1 Full Brake (total 6) or Brake Standard (total 12). Liner: Allocated to 001 Class. The timetable appears to be based on evening/late evening departures from Dublin and Sligo requiring 2-001 Class locos and 2 (fixed formation) rakes of wagons, rather than a single overnight out and back working from Dublin. Potentially a 001 Class locomotive available for other duties between approx. 03:30-21:00. Oil train loose coupled wagons. An empty ESSO Oil Train (late 60s) made up of a motley collection of traditional loose coupled wagons (complete with brake van) departing Sligo appeared in a 1990s possibly Markle video of Irish railway operations. Sligo had two platforms, one signalled for arrivals and the other for departures. Did this change later on or was it simply a mistake to say that, after running round, the train was propelled into the arrival platform? Mayner continues to be a mine of information. Stephen.
Mayner Posted Tuesday at 08:50 Posted Tuesday at 08:50 23 hours ago, StevieB said: Sligo had two platforms, one signalled for arrivals and the other for departures. Did this change later on or was it simply a mistake to say that, after running round, the train was propelled into the arrival platform? Mayner continues to be a mine of information. Stephen. Well spotted Stevie should have been departure platform. Another little snippet from Sligo: When the Sligo-Ballysodare section was singled in the late 50s following the closure of the SLNCR a section of double line was retained from MP133½ to Sligo 134¼, the junction between and single and double track section was controlled by electrically powered points and signals controlled from Sligo Cabin. The GSWR introduced the Worlds first hand-generated electrically controlled railway Junction at Cherryville Jnt in 1924 and the GSR later installed remotely controlled junctions using similar systems at Killarney Junction (Mallow), juntion between Macroom line Cork, Clara & Banagher Junction and Inny Junction. The control system (& possibly points & signals) used at Clara & Banagher were apparently transferred to Sligo and the connection to the branch to a ground frame in 1958. Control system/points and signals used at Inny Junction transferred to Manulla Junction following closure of Cavan Branch and Manulla as a block post in 1963-4. 3
GSR 800 Posted Tuesday at 19:31 Author Posted Tuesday at 19:31 Some further mulling with the design, now with my waterloo trainshed standing in. My thinking is I could have platform 3 split curve (bit like Mullingar) and be the quay platform for boat/mail trains and the like. I was also thinking I could have a branch off in front of the fiddle yard. But I think I might simplify the plan and keep those two ideas condensed into one, rather than have two branch lines and a main. 3
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